JP2009208735A - Vehicle speed control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To properly control vehicle speed when brake operation is performed during follow-up control. <P>SOLUTION: A vehicle speed control ECU (Electronic Control Unit) 1 includes: an operation detection part 116 which detects brake operation by a driver; a first distance determination part 121 which determines whether distance between two vehicles detected by a distance detection part 115 is not smaller than a first threshold set beforehand when the brake operation is detected by the operation detection part 116 in a state that vehicle speed is controlled by a follow-up control part 118; and a first instruction part 122 which makes a constant speed control part 117 control the vehicle speed instead of a follow-up control section 118 when distance between two cars is determined not smaller than a first threshold by the first distance determination part 121. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle speed control device for controlling the vehicle speed, and in particular, a constant speed control means for controlling the vehicle speed so as to match a preset target vehicle speed, a distance detection means for detecting an inter-vehicle distance from a preceding vehicle, Follow-up control means for controlling the vehicle speed so that the inter-vehicle distance detected by the distance detection means coincides with a preset target inter-vehicle distance, and the vehicle speed is controlled via the constant speed control means or the follow-up control means. The present invention relates to a vehicle speed control device.

  Conventionally, as a method for controlling the vehicle speed, a constant speed control method for controlling the vehicle speed to match a preset target vehicle speed, and a vehicle speed to match the inter-vehicle distance with the preceding vehicle to a preset target inter-vehicle distance. A follow-up control method for controlling is considered. Various devices, methods, and the like have been proposed for switching between a follow-up control method and a constant speed control method based on a brake operation and an accelerator operation by a driver.

For example, when the preceding vehicle cannot be captured (detected) during the follow-up control, the constant speed control is performed at the vehicle speed or the corrected vehicle speed of the immediately preceding own vehicle, and then the control shifts to the follow-up control when the accelerator operation is performed. An inter-vehicle distance automatic control device is disclosed (see Patent Document 1).
JP 2003-231422 A

  However, the inter-vehicle distance automatic control device described in Patent Document 1 shifts to follow-up control when an accelerator operation is performed during constant speed control, but when a brake operation is performed during follow-up control, driving is performed. In some cases, the control method according to the intention of the person is not selected, and the vehicle speed is not appropriately controlled.

  The present invention has been made in view of the above circumstances, and it is an object of the present invention to provide a vehicle speed control device capable of appropriately controlling the vehicle speed when a brake operation is performed during follow-up control.

  In order to achieve the above object, the present invention has the following features. According to a first aspect of the present invention, there is provided a constant speed control means for controlling the vehicle speed so as to coincide with a preset target vehicle speed, a distance detection means for detecting an inter-vehicle distance from a preceding vehicle, and an inter-vehicle distance detected by the distance detection means Following control means for controlling the vehicle speed so as to match a preset target inter-vehicle distance, and a vehicle speed control device for controlling the vehicle speed via the constant speed control means or the follow-up control means. When the brake operation is detected by the operation detecting means in a state where the vehicle speed is controlled by the operation detecting means for detecting the brake operation by the tracking control means, the inter-vehicle distance detected by the distance detecting means is A first distance determining means for determining whether or not the first threshold value is greater than or equal to a preset first threshold; If the, in place of the tracking control means, and a first instruction means for controlling the vehicle speed to the constant speed control device.

  In a second aspect based on the first aspect, when the first instruction means determines that the inter-vehicle distance is greater than or equal to the first threshold by the first distance determination means, the constant speed control means The target vehicle speed is changed to the vehicle speed at the time when the brake operation when the determination by the first distance determination means is completed is completed.

  According to a third invention, in the first invention, the operation detection unit detects an accelerator operation by a driver, and the first instruction unit starts speed control via the constant speed control unit. When the accelerator operation is detected by the operation detection means, the inter-vehicle distance detected by the distance detection means at the time when the accelerator operation is detected is greater than the first threshold and is equal to or greater than a second threshold set in advance. A second distance determining means for determining whether or not the vehicle distance is greater than the second threshold by the second distance determining means, instead of the constant speed control means, Second instruction means for controlling the vehicle speed with respect to the control means.

  In a fourth aspect based on the third aspect, the first distance determining means is the first distance determining means when the first indicating means determines that the inter-vehicle distance is greater than or equal to the first threshold value by the first distance determining means. The distance between the vehicle and the preceding vehicle at the time when the brake operation when the determination is made is obtained via the distance detection means, and the second instruction means is the target inter-vehicle distance of the tracking control means. Is changed to the inter-vehicle distance acquired by the first instruction means.

  According to a fifth invention, in the first invention, an inter-vehicle distance storage means for storing in advance an average value and a standard deviation of an inter-vehicle distance when the vehicle speed is not controlled, and an inter-vehicle distance stored in the inter-vehicle distance storage means Threshold setting means for setting the first threshold based on an average value and a standard deviation of the distance.

  In a sixth aspect based on the first aspect, when the first instruction means determines that the inter-vehicle distance is less than the first threshold by the first distance determination means, the first distance determination means The inter-vehicle distance at the time when the brake operation at the time of determination is completed is acquired via the distance detecting means, and the target inter-vehicle distance of the follow-up control means is changed to the acquired inter-vehicle distance.

  In a seventh aspect based on the sixth aspect, whether or not a brake operation is detected by the operation detection means during acceleration by the follow-up control means after the target inter-vehicle distance has been changed by the first instruction means. A first operation determining means for determining the vehicle speed, and a first speed determining means for controlling the vehicle speed to be controlled by the constant speed control means instead of the follow-up control means when the first operation determining means determines that a brake operation has been detected. 3 instruction means.

  In an eighth aspect based on the seventh aspect, the third instruction means acquires the vehicle speed at the time when the brake operation determined by the first operation determination means is completed, and the acquired vehicle speed The target vehicle speed of the constant speed control means is changed.

  In a ninth aspect based on the first aspect, in the first aspect, from the driver switching state in which switching between the constant speed control means and the follow-up control means is performed based on an operation by the driver. A transition condition storage means for storing in advance a transition condition that is a condition for allowing a transition to the determination switching state, which is a state performed by the operation, and an operation for instructing a transition from the driver switching state to the determination switching state is accepted. A transition prohibiting means for determining whether or not the transition condition stored in the transition condition storage means is satisfied, and prohibiting a transition when it is determined that the transition condition is not satisfied, The transition condition includes at least one of the driver not performing the accelerator operation and the state in which the foot is placed on the brake pedal.

  According to a tenth aspect of the present invention, there is provided a constant speed control means for controlling the vehicle speed so as to coincide with a preset target vehicle speed, a distance detection means for detecting an inter-vehicle distance from a preceding vehicle, and an inter-vehicle distance detected by the distance detection means. When the vehicle speed is controlled to match the preset target inter-vehicle distance and the inter-vehicle distance detected by the distance detecting means is larger than the target inter-vehicle distance, the difference between the detected inter-vehicle distance and the target inter-vehicle distance Vehicle speed control for controlling the vehicle speed via the constant speed control means or the follow-up control means, and a follow-up control means for controlling the vehicle speed to accelerate at an acceleration with an upper limit set in advance as a maximum acceleration. An operation detecting means for detecting a brake operation by a driver, and a brake operation by the operation detecting means in a state where the vehicle speed is controlled by the follow-up control means. When it is determined that the inter-vehicle distance is detected by the second distance determination unit and the second distance determination unit that determines whether the inter-vehicle distance is detected by the distance detection unit And fourth instruction means for changing the maximum acceleration of the tracking control means to a value less than the preset maximum acceleration.

  In an eleventh aspect based on the tenth aspect, when the fourth instruction means determines that the inter-vehicle distance is not detected by the second distance determination means, The vehicle speed is controlled by the constant speed control means.

  In a twelfth aspect based on the tenth aspect, the fourth instruction means changes the maximum acceleration to a value obtained by decreasing the preset maximum acceleration by a preset ratio.

  In a thirteenth aspect based on the tenth aspect, the present invention further comprises acceleration storage means for preliminarily storing the average value and standard deviation of acceleration when the vehicle speed is not controlled, and the fourth instruction means is the acceleration storage means. The maximum acceleration is changed based on the average value and standard deviation of the acceleration stored in.

  In a fourteenth aspect based on the tenth aspect, whether or not a brake operation is detected by the operation detecting means during acceleration by the follow-up control means after the maximum acceleration has been changed by the fourth instruction means. A second operation determining means for determining whether the brake operation is detected by the second operation determining means, a second control means for controlling the vehicle speed to be controlled by the constant speed control means instead of the follow-up control means. 5 instruction means.

  In a fifteenth aspect based on the fourteenth aspect, when the fifth instruction means determines that the brake operation has been detected by the second operation determination means, the vehicle speed at the time when the brake operation ends is determined. Obtaining and changing the target vehicle speed of the constant speed control means to the obtained vehicle speed.

  In a sixteenth aspect based on the fourteenth aspect, the fourth instruction means obtains a vehicle speed at the time when the brake operation at the time when the determination by the second distance determination means is completed, The instruction means changes the target vehicle speed of the constant speed control means to the vehicle speed acquired by the fourth instruction means.

  In a seventeenth aspect based on the fourteenth aspect, the operation detection means detects an accelerator operation by a driver, and the second operation determination means has changed the maximum acceleration by the fourth instruction means. During acceleration by the follow-up control means, it is determined whether or not an accelerator operation is detected by the operation detection means, and the fifth instruction means is determined that an accelerator operation is detected by the second operation determination means. In this case, the maximum acceleration of the tracking control means is returned to the preset maximum acceleration.

  In an eighteenth aspect based on the tenth aspect, from the driver switching state in which switching between the constant speed control means and the follow-up control means is performed based on an operation by the driver, the fourth instruction means A transition condition storage means for storing in advance a transition condition that is a condition for allowing a transition to the determination switching state, which is a state performed by the operation, and an operation for instructing a transition from the driver switching state to the determination switching state is accepted. A transition prohibiting means for determining whether or not the transition condition stored in the transition condition storage means is satisfied, and prohibiting a transition when it is determined that the transition condition is not satisfied, The transition condition includes at least one of the driver not performing the accelerator operation and the state in which the foot is placed on the brake pedal.

  According to the first aspect, it is determined whether or not the inter-vehicle distance is equal to or greater than the first threshold value set in advance when the brake operation is detected in a state where the vehicle speed is controlled by the tracking control unit. When it is determined that the inter-vehicle distance is equal to or greater than the first threshold value, the vehicle speed is controlled via the constant speed control means instead of the follow control means, so that the brake operation is performed during the follow control. The vehicle speed can be controlled appropriately.

  That is, when the inter-vehicle distance at the time when the brake operation is detected is equal to or greater than a first threshold (for example, the inter-vehicle distance that the driver normally keeps), the brake operation is performed even though the inter-vehicle distance is sufficiently large. Therefore, it can be estimated that the driver has operated the brake to shift to constant speed control, so the vehicle speed is controlled via the constant speed control means instead of the follow-up control means in accordance with the driver's intention. Therefore, the vehicle speed can be appropriately controlled when a brake operation is performed during the follow-up control.

  According to the second aspect, when it is determined that the inter-vehicle distance at the time when the brake operation is detected is greater than or equal to the first threshold, the inter-vehicle distance is determined for the constant speed control means. Since the vehicle speed at the time when the braking operation is finished is set as the target vehicle speed, the vehicle speed at the time when the braking operation is finished can be estimated to be the target vehicle speed that the driver desires to set, so during the follow-up control When the brake operation is performed, the vehicle speed can be controlled more appropriately.

  According to the third aspect, when the accelerator operation is detected after the speed control via the constant speed control means is started, the inter-vehicle distance at the time when the accelerator operation is detected is larger than the first threshold value. It is determined whether or not it is greater than or equal to a preset second threshold value, and when it is determined that the inter-vehicle distance is greater than or equal to the second threshold value, the vehicle speed is controlled via the tracking control means instead of the constant speed control means. Therefore, the vehicle speed can be more appropriately controlled when a brake operation is performed during the follow-up control.

  That is, after the transition from the follow-up control to the constant speed control, the inter-vehicle distance at the time when the accelerator operation is detected is larger than the first threshold (for example, the average value of the inter-vehicle distance when the vehicle speed is not controlled). If it is determined that the threshold value is greater than or equal to two thresholds (for example, the sum of the average value of the inter-vehicle distance and the standard deviation when the vehicle speed is not controlled), the transition from the follow-up control to the constant speed control has started. Since it can be estimated that the brake operation is a brake operation performed by the driver to continue the tracking control in a state where the inter-vehicle distance is larger than usual due to some circumstances (for example, the road surface is slippery) By controlling the vehicle speed via the follow-up control means instead of the constant speed control means (= returning from the constant speed control to the follow-up control), the vehicle speed is controlled more appropriately when a brake operation is performed during the follow-up control. Door than it can.

  According to the fourth aspect, when it is determined that the inter-vehicle distance is equal to or greater than the first threshold, the inter-vehicle distance from the preceding vehicle at the time when the brake operation when the inter-vehicle distance is determined is finished. Since the target inter-vehicle distance of the tracking control means is changed to the acquired inter-vehicle distance, the inter-vehicle distance at the time when the braking operation is completed can be estimated as the target inter-vehicle distance that the driver desires to set, When the brake operation is performed during the follow-up control, the vehicle speed can be controlled more appropriately.

  According to the fifth aspect of the invention, the average value and the standard deviation of the inter-vehicle distance when the vehicle speed is not controlled are stored in advance in the inter-vehicle distance storage means, and the inter-vehicle distance stored in the inter-vehicle distance storage means is stored. Since the first threshold value is set based on the average value and the standard deviation, an appropriate value (for example, the average value of the inter-vehicle distance when the vehicle speed is not controlled) can be set as the first threshold value. When the brake operation is performed during the follow-up control, the vehicle speed can be controlled more appropriately.

  According to the sixth aspect, when it is determined that the inter-vehicle distance is less than the first threshold, the inter-vehicle distance at the time when the brake operation when the determination of the inter-vehicle distance is completed is acquired and acquired. Since the target inter-vehicle distance of the tracking control means is changed to the determined inter-vehicle distance, the inter-vehicle distance at the time when the braking operation is completed can be estimated as the target inter-vehicle distance that the driver desires to set. When the brake operation is performed, the vehicle speed can be controlled more appropriately.

  According to the seventh aspect, after it is determined that the inter-vehicle distance is less than the first threshold and the target inter-vehicle distance is changed, it is determined whether or not a brake operation is detected during acceleration by the follow-up control means. When it is determined that a brake operation has been detected, the vehicle speed is controlled via the constant speed control means instead of the tracking control means. Therefore, when the brake operation is performed during the tracking control, the vehicle speed is more appropriately adjusted. Can be controlled.

  In other words, after the target inter-vehicle distance is changed, if a brake operation is detected during acceleration by the follow-up control means (= according to acceleration of the preceding vehicle), The brake operation that led to the change of the inter-vehicle distance (= the first brake operation) is not the brake operation that the driver performed to continue the follow-up control in a state where the inter-vehicle distance was widened. Since it can be estimated that the brake operation is performed to shift to the constant speed control, the vehicle speed is controlled via the constant speed control means instead of the tracking control means (= shifting from the tracking control to the constant speed control). When the brake operation is performed during the follow-up control, the vehicle speed can be controlled more appropriately.

  According to the eighth aspect of the invention, the vehicle speed at the time when the second brake operation is completed is acquired, and the target vehicle speed of the constant speed control means is changed to the acquired vehicle speed. Since the vehicle speed at can be estimated as a target vehicle speed that the driver desires to set, the vehicle speed can be controlled more appropriately when a brake operation is performed during the follow-up control.

  According to the ninth aspect of the invention, it is determined that the switching between the constant speed control means and the follow-up control means is performed by the first instruction means from the driver switching state where the switching is performed based on the operation by the driver. The transition condition, which is a condition for permitting the transition to the switching state, is stored in the transition condition storage means in advance, and when an operation for instructing the transition from the driver switching state to the determination switching state is accepted, the transition is performed. It is determined whether or not the transition condition stored in the condition storage means is satisfied. If it is determined that the transition condition is not satisfied, the transition is prohibited. The transition from the person switching state to the determination switching state can be appropriately prohibited.

  In addition, since the transition condition includes at least one of the fact that the driver does not perform the accelerator operation and that the foot is placed on the brake pedal, the judgment switching state is changed from the driver switching state. Transition to is properly prohibited.

  According to the tenth aspect of the invention, when a brake operation is detected in a state where the vehicle speed is controlled by the tracking control means, it is determined whether or not the inter-vehicle distance is detected, and the inter-vehicle distance is detected. When it is determined that the maximum acceleration of the tracking control means is changed to a value less than the preset maximum acceleration, the vehicle speed is controlled more appropriately when a brake operation is performed during the tracking control. Can do.

  In other words, since the driver is operating the brake even though the inter-vehicle distance is detected (= following control is normally performed), the preset maximum acceleration is too large. Therefore, by changing the maximum acceleration to a value less than the preset maximum acceleration, the vehicle speed can be more appropriately controlled when a brake operation is performed during follow-up control. is there.

  According to the eleventh aspect, when it is determined that the inter-vehicle distance is not detected, the inter-vehicle distance is detected because the vehicle speed is controlled via the constant speed control means instead of the follow-up control means. If not, the follow-up control cannot be executed continuously, so that the vehicle speed can be controlled more appropriately when a brake operation is performed during the follow-up control.

  According to the twelfth aspect, since the maximum acceleration of the follow-up control means is changed to a value that is decreased by a preset ratio from the preset maximum acceleration, the decreasing ratio is set to an appropriate value. Thus, the maximum acceleration can be changed to an appropriate value, so that the vehicle speed can be more appropriately controlled when a brake operation is performed during the follow-up control.

  According to the thirteenth aspect, the acceleration storage means stores in advance the average value and standard deviation of acceleration when the vehicle speed is not controlled, and the acceleration average value and standard stored in the acceleration storage means. Since the maximum acceleration is changed based on the deviation, the maximum acceleration can be changed to an appropriate value (for example, the sum of the average value and the standard deviation), so that the brake operation is performed during follow-up control. In addition, the vehicle speed can be controlled more appropriately.

  According to the fourteenth aspect of the present invention, after the maximum acceleration is changed, it is determined whether or not a brake operation is detected during acceleration by the follow-up control means (= when the preceding vehicle accelerates and the inter-vehicle distance increases). When it is determined that a brake operation has been detected, the vehicle speed is controlled via the constant speed control means instead of the follow control means, so that if the brake operation is performed during the follow control, it is more appropriate. The vehicle speed can be controlled.

  In other words, after the maximum acceleration is changed, when it is determined that the brake operation is detected while the vehicle is accelerating by the follow-up control means (= when the preceding vehicle is accelerated and the inter-vehicle distance is widened), the driver performs it. Since the braking operation is not performed because the acceleration is excessive, it can be estimated that the braking operation was performed for switching to the constant speed control. Therefore, the vehicle speed is changed via the constant speed control means instead of the tracking control means. As a result, the vehicle speed can be controlled more appropriately when a brake operation is performed during the follow-up control.

  According to the fifteenth aspect of the invention, after the maximum acceleration is changed, when it is determined that the brake operation is detected during acceleration by the tracking control means, the vehicle speed at the time when the brake operation is completed is acquired, Since the target vehicle speed of the constant speed control means is changed to the acquired vehicle speed, it is possible to estimate that the vehicle speed at the time when the brake operation is finished is the target vehicle speed that the driving vehicle desires to set. The vehicle speed can be more appropriately controlled when the brake operation is performed during the operation.

  According to the sixteenth aspect of the present invention, the vehicle speed at the time when the brake operation (= the first brake operation) at the time of determining whether the inter-vehicle distance is detected is acquired and acquired. Since the target vehicle speed of the constant speed control means is set as the vehicle speed, the vehicle speed at the time when the braking operation is completed can be estimated to be the target vehicle speed that the driving vehicle desires to set. When the operation is performed, the vehicle speed can be more appropriately controlled.

  According to the seventeenth aspect, after the maximum acceleration is changed, it is determined whether or not an accelerator operation is detected during acceleration by the follow-up control means (= when the preceding vehicle accelerates and the inter-vehicle distance increases). When it is determined that the accelerator operation is detected, the maximum acceleration of the tracking control means is returned to the preset maximum acceleration, so that the vehicle speed is controlled more appropriately when the brake operation is performed during the tracking control. can do.

  That is, after the maximum acceleration is changed, it is determined whether or not an accelerator operation is detected during acceleration by the follow-up control means (= when the preceding vehicle accelerates and the inter-vehicle distance increases), and the accelerator operation is detected. If the driver determines that the maximum acceleration after the change is too low and the driver wants to increase the maximum acceleration, the maximum acceleration of the tracking control means is set to the preset maximum acceleration. Since the acceleration is restored, the vehicle speed can be controlled more appropriately when a brake operation is performed during the follow-up control.

  According to the eighteenth aspect of the invention, it is determined that the switching between the constant speed control means and the follow-up control means is performed by the fourth instruction means from the driver switching state where the switching is performed based on the operation by the driver. The transition condition, which is a condition for permitting the transition to the switching state, is stored in the transition condition storage means in advance, and when an operation for instructing the transition from the driver switching state to the determination switching state is accepted, the transition is performed. It is determined whether or not the transition condition stored in the condition storage means is satisfied. If it is determined that the transition condition is not satisfied, the transition is prohibited. The transition from the person switching state to the determination switching state can be appropriately prohibited.

  In addition, since the transition condition includes at least one of the fact that the driver does not perform the accelerator operation and that the foot is placed on the brake pedal, the judgment switching state is changed from the driver switching state. Transition to is properly prohibited.

  Hereinafter, an embodiment of a vehicle speed control device according to the present invention will be described with reference to the drawings. In the following description, for the sake of convenience, first, the configuration and operation common to the embodiments of the vehicle speed control device according to the present invention (first embodiment and second embodiment described later) will be described with reference to FIGS. Next, the first embodiment of the vehicle speed control device according to the present invention will be described with reference to FIGS. 4 and 5, and the vehicle speed control according to the present invention will be described with reference to FIGS. A second embodiment of the apparatus will be described.

(Configuration common to the first and second embodiments)
First, with reference to FIGS. 1 to 3, configurations, operations, and the like common to first and second embodiments to be described later will be described. FIG. 1 is a block diagram showing an example of the configuration of a vehicle speed control device according to the present invention. As shown in FIG. 1, a vehicle speed control ECU (Electronic Control Unit) 1 (= corresponding to a vehicle speed control device) according to the present invention is communicably connected to an input device 2 and an output device 3 as peripheral devices. .

  Further, the vehicle speed control ECU 1 functionally includes a transition condition storage unit 111, a transition prohibition unit 112, a transition execution unit 113, a change reception unit 114, a distance detection unit 115, an operation detection unit 116, a constant speed control unit 117, and A follow-up control unit 118 is provided. The vehicle speed control ECU 1 causes a microcomputer disposed at a proper position of the vehicle speed control ECU 1 to execute a control program stored in advance in a ROM (Read Only Memory) disposed at a proper position of the vehicle speed control ECU 1. The microcomputer functions as a transition condition storage unit 111, a transition prohibition unit 112, a transition execution unit 113, a change reception unit 114, a distance detection unit 115, an operation detection unit 116, a constant speed control unit 117, a follow-up control unit 118, and the like. Function as a part.

  The input device 2 further includes a vehicle speed sensor 21, a radar sensor 22, a brake sensor 23, an accelerator sensor 24, an operation support switch 25, and a method change switch 26. The output device 3 includes an engine ECU 31 and a brake ECU 32.

  Here, peripheral devices of the vehicle speed control ECU 1 will be described with reference to FIG. First, the input device 2 will be described. The vehicle speed sensor 21 is a sensor that detects the vehicle speed, and outputs a signal indicating the vehicle speed to the vehicle speed control ECU 1 (here, the constant speed control unit 117 and the like).

  The radar sensor 22 (corresponding to a part of the distance detection means) is a sensor that detects the inter-vehicle distance from the preceding vehicle via, for example, a millimeter wave radar, and is a vehicle speed control ECU 1 (here, a distance detection unit). 115), a signal indicating the inter-vehicle distance or a signal indicating that the preceding vehicle is not detected is output.

  The brake sensor 23 (corresponding to a part of the operation detection means) is a sensor that detects the stroke of the brake pedal, and is for the vehicle speed control ECU 1 (here, the transition prohibition unit 112, the operation detection unit 116, etc.) A signal indicating whether or not the brake operation is being performed and a signal indicating whether or not the foot is placed on the brake pedal are output. For example, the brake sensor 23 outputs a signal indicating that the foot is placed on the brake pedal when the brake pedal is pressed for a predetermined threshold (for example, 3 mm) or more, and the brake pedal is preset. A signal indicating that the brake operation is being performed is output when the value is depressed more than the set threshold value (for example, 6 mm, which corresponds to so-called “play” of the brake).

  The accelerator sensor 24 (corresponding to a part of the operation detection means) is a sensor that detects the stroke of the accelerator pedal, and is for the vehicle speed control ECU 1 (here, the transition prohibition unit 112, the operation detection unit 116, etc.) A signal indicating whether or not the accelerator operation is being performed and a signal indicating whether or not the foot is placed on the accelerator pedal are output. For example, the accelerator sensor 24 outputs a signal indicating that the foot is placed on the accelerator pedal when the accelerator pedal is pressed for a predetermined threshold (for example, 2 mm) or more, and the accelerator pedal is preset. A signal indicating that the accelerator operation is being performed is output when the value is depressed more than the set threshold value (for example, 4 mm: corresponding to so-called “play” of the accelerator).

  The operation support switch 25 detects that an operation support button, which is a button to be pressed when the driver desires to switch from a driver support mode ST0 described later with reference to FIG. 2 to a determination switching mode ST1, is pressed. A signal indicating whether or not the operation support button has been pressed is output to the vehicle speed control ECU 1 (here, the transition execution unit 113 and the like).

  Based on the operation from the driver, the system change switch 26 is a transition TR01 from the follow-up control mode ST01 to the constant speed control mode ST02 or a constant speed control mode in a driver assistance mode ST0 described later with reference to FIG. This switch detects an instruction of transition TR02 from ST02 to follow-up control mode ST01, and outputs an instruction signal corresponding to transition TR01 or transition TR02 to vehicle speed control ECU 1 (here, change accepting unit 114).

  The engine ECU 31 is an ECU that controls the operation of the engine (= controls the driving force applied to the vehicle), and is an engine according to instructions from the vehicle speed control ECU 1 (here, the constant speed control unit 117 and the follow-up control unit 118). To control the operation.

  The brake ECU 32 is an ECU that controls the operation of the brake device (= controls the braking force applied to the vehicle), and follows an instruction from the vehicle speed control ECU 1 (here, the constant speed control unit 117 and the follow-up control unit 118). Control the operation of the brake device.

  Here, the mode for controlling the vehicle speed will be described with reference to FIG. FIG. 2 is a block diagram illustrating an example of transition of a mode (= vehicle speed control method) for controlling the vehicle speed. As a mode for controlling the vehicle speed, a driver switching mode ST0 and a determination switching mode ST1 are set. Further, the follower control modes ST01 and ST11 and the constant speed control modes ST02 and ST12 are set in the driver switching mode ST0 and the determination switching mode ST1, respectively.

  The follow-up control modes ST01 and ST11 are modes for controlling the vehicle speed via the engine ECU 31 and the brake ECU 32 shown in FIG. 1 so that the inter-vehicle distance with the preceding vehicle coincides with a preset target inter-vehicle distance. The constant speed control modes ST02 and ST12 are modes for controlling the vehicle speed via the engine ECU 31 and the brake ECU 32 shown in FIG. 1 so as to coincide with a preset target vehicle speed.

  The driver switching mode ST0 (corresponding to the driver switching state) is a mode in which switching between the constant speed control mode ST02 and the follow-up control mode ST01 is performed based on the operation of the cruise lever or the like by the driver. In the determination switching mode ST1 (corresponding to the determination switching state), switching between the constant speed control mode ST12 and the follow-up control mode ST11 is performed by changing the vehicle speed control ECU 1 (first instruction unit 122, which will be described later with reference to FIG. 4, FIG. 6). And a mode performed based on an instruction from a fourth instruction unit 132 or the like, which will be described later.

  The vehicle speed control ECU 1 according to the present invention mainly controls the constant speed control from the transition TR3 from the driver switching mode ST0 to the determination switching mode ST1 and the follow-up control mode ST11 in the determination switching mode ST1, which is indicated by a thick solid line in FIG. The ECU that controls the transition TR11 to the mode ST12 will be described in detail below with reference to FIGS. Therefore, an example in which other transitions TR01, TR02, TR3, and TR12 are performed will be described below.

  Transition change TR01 from follow-up control mode ST01 to constant speed control mode ST02 and change TR02 from constant speed control mode ST02 to follow-up control mode ST01 in driver switching mode ST0 are changed by change accepting unit 114 shown in FIG. This is performed based on a signal from the switch 26. The transition TR3 from the determination switching mode ST1 to the driver switching mode ST0 is performed by the transition executing unit 113 based on a signal from the operation support switch 25 shown in FIG. Further, in the transition TR12 from the constant speed control mode ST12 to the follow-up control mode ST11 in the determination switching mode ST1, the inter-vehicle distance from the preceding vehicle detected by the radar sensor 22 shown in FIG. If it is less than.

Next, returning to FIG. 1, the functional configuration of the vehicle speed control ECU 1 will be described. The transition condition storage unit 111 (corresponding to the transition condition storage unit) is a functional unit that stores in advance a transition condition that is a condition for permitting a transition from the driver switching mode ST0 to the determination switching mode ST1 shown in FIG. Here, the transition condition is to satisfy the following two conditions.
Condition 1: The driver is not operating the accelerator.
Condition 2: The foot is on the brake pedal.

  Transition prohibition unit 112 (corresponding to a transition prohibition unit) receives a signal from operation support switch 25 to instruct transition TR4 from driver switching mode ST0 to determination switching mode ST1 shown in FIG. If the transition condition stored in the transition condition storage unit 111 (here, the above condition 1 and condition 2) is satisfied is determined, and it is determined that the transition condition is not satisfied, the transition execution unit 113 On the other hand, it is a functional unit that prohibits execution of the transition TR4. The transition prohibition unit 112 determines whether or not the conditions 1 and 2 are satisfied based on signals from the accelerator sensor 24 and the brake sensor 23, respectively. Further, whether or not the condition 2 is satisfied is determined based on a signal from a hydraulic sensor (so-called master pressure sensor) of the brake device instead of (or in addition to) the signal from the brake sensor 23. But it ’s okay.

  The transition execution unit 113 receives the signal from the operation support switch 25 to instruct execution of the transition TR4 from the driver switching mode ST0 to the determination switching mode ST1 shown in FIG. It is a functional part which performs transition TR4 to determination switching mode ST1 from. However, the transition execution unit 113 does not execute the transition TR4 according to the instruction of the transition prohibition unit 112 when the transition prohibition unit 112 prohibits the transition TR4 from the driver switching mode ST0 to the determination switching mode ST1. , Notification that the transition TR4 cannot be performed (for example, output of voice guidance that the transition TR4 cannot be performed).

  Based on the signal from the system change switch 26, the change accepting unit 114 performs a transition TR01 from the follow-up control mode ST01 to the constant speed control mode ST02 or the constant speed control mode ST02 in the driver assistance mode ST0 shown in FIG. It is a functional part which performs transition TR02 to follow control mode ST01.

  The distance detection unit 115 (corresponding to a part of the distance detection means) detects an inter-vehicle distance from the preceding vehicle based on a signal from the radar sensor 22, and detects whether the preceding vehicle is detected. It is a functional part.

  The operation detection unit 116 (corresponding to a part of the operation detection unit) is a functional unit that detects whether a brake operation and an accelerator operation are performed based on signals from the brake sensor 23 and the accelerator sensor 24. is there.

  The constant speed control unit 117 (corresponding to the constant speed control means) is a functional unit that controls the vehicle speed so as to match the preset target vehicle speed V0 via the engine ECU 31 and the brake ECU 32.

  The follow-up control unit 118 (corresponding to the follow-up control means) controls the vehicle speed via the engine ECU 31 and the brake ECU 32 so that the inter-vehicle distance detected by the distance detection unit 115 matches the preset target inter-vehicle distance L0. It is a functional part. The follow-up control unit 118 also sets a preset maximum value based on the difference between the detected inter-vehicle distance and the target inter-vehicle distance L0 when the inter-vehicle distance detected by the distance detection unit 115 is greater than the target inter-vehicle distance L0. The vehicle speed is controlled to accelerate at an acceleration with an upper limit of the acceleration α0.

  FIG. 3 is a flowchart showing an example of the operation of the vehicle speed control ECU 1 shown in FIG. Here, for convenience, a case where transition conditions are stored in advance in the transition condition storage unit 111 will be described. First, the transition execution unit 113 determines whether or not a signal indicating the transition TR4 from the driver switching mode ST0 to the determination switching mode ST1 shown in FIG. 2 is received from the operation support switch 25 (S101). ). If it is determined that a signal indicating the transition TR4 is not received (No in S101), the process is set to a standby state. If it is determined that a signal indicating the transition TR4 has been received (Yes in S101), the transition prohibiting unit 112 determines whether or not an accelerator operation is not performed based on the signal from the accelerator sensor 24. Is performed (S103).

  If it is determined that the accelerator operation is being performed (No in S103), the process proceeds to step S107. If it is determined that the accelerator operation is not performed (Yes in S103), the transition prohibiting unit 112 determines whether or not the foot is placed on the brake pedal based on the signal from the brake sensor 23. (S105). When it is determined that a foot is placed on the brake pedal (Yes in S105), the transition execution unit 113 executes the transition TR4 (S109), and the process is terminated.

  When it is determined that the foot is not placed on the brake pedal (No in S105) or No in Step S103, the transition executing unit 113 notifies that the transition TR4 cannot be performed. (S107), the process is returned to step S101, and the processes after step S101 are repeatedly executed.

  In this way, when an operation for instructing the transition TR4 from the driver switching mode ST0 to the determination switching mode ST1 shown in FIG. 2 is accepted, the transition condition (here, the transition condition storage unit 111) is stored. , Condition 1 and Condition 2) are determined, and if it is determined that the transition condition is not satisfied, the transition is prohibited. Therefore, the driver is switched by setting an appropriate condition as the transition condition. Transition TR4 from mode ST0 to determination switching mode ST1 can be appropriately prohibited.

  In addition, since the transition condition includes that the driver is not operating the accelerator (condition 1) and that the foot is on the brake pedal (condition 2), the driver switching Transition TR4 from mode ST0 to determination switching mode ST1 can be appropriately prohibited.

The vehicle speed control ECU 1 according to the present invention is not limited to the vehicle speed control ECU 1 according to the above-described embodiment, and may be in the following form.
(A) In the present embodiment, the transition condition indicating whether or not the transition TR4 from the driver switching mode ST0 to the determination switching mode ST1 shown in FIG. 2 is permitted is that the driver does not perform the accelerator operation (condition Although 1) and the case where the foot is placed on the brake pedal (condition 2) have been described, any form including at least one of condition 1 and condition 2 may be used. For example, the transition condition may be a condition 1 (or condition 2). In this case, the process is simplified. In addition, for example, the transition condition may include another condition (for example, the inter-vehicle distance is equal to or greater than a preset threshold) in addition to the condition 1 and the condition 2. In this case, the transition TR4 from the driver switching mode ST0 to the determination switching mode ST1 can be more appropriately prohibited.

  (B) In the present embodiment, the vehicle speed control ECU 1 functionally includes a transition condition storage unit 111, a transition prohibition unit 112, a transition execution unit 113, a change reception unit 114, a distance detection unit 115, an operation detection unit 116, a constant. Although the case where the speed control unit 117, the follow-up control unit 118, and the like are provided has been described, the transition condition storage unit 111, the transition prohibition unit 112, the transition execution unit 113, the change reception unit 114, the distance detection unit 115, the operation detection unit 116, the constant detection unit 116, and the like. Of the speed control unit 117 and the tracking control unit 118, at least one functional unit may be configured by hardware such as an electric circuit.

(First embodiment)
Next, the vehicle speed control ECU 1 according to the first embodiment will be described with reference to FIGS. 4 and 5. Note that peripheral devices of the vehicle speed control ECU 1 according to the first embodiment are the same as the peripheral devices described with reference to FIG. FIG. 4 is a functional configuration diagram of the vehicle speed control ECU 1 according to the first embodiment. The vehicle speed control ECU 1 according to the first embodiment includes a transition condition storage unit 111, a transition prohibition unit 112, a transition execution unit 113, a change reception unit 114, a distance detection unit 115, an operation detection unit 116, and a constant speed control unit illustrated in FIG. In addition to 117 and the tracking control unit 118, functionally, the first distance determination unit 121, the first instruction unit 122, the second distance determination unit 123, the second instruction unit 124, the first operation determination unit 125, the first 3 instruction unit 126, threshold setting unit 127, and inter-vehicle distance storage unit 128.

  Note that the transition condition storage unit 111, the transition prohibition unit 112, the transition execution unit 113, and the change reception unit 114 illustrated in FIG. 1 are not illustrated in FIG. 4 for convenience, and the distance detection unit 115 illustrated in FIG. The operation detection unit 116, the constant speed control unit 117, and the follow-up control unit 118 are also shown in FIG. 4 for convenience of explanation. Further, the vehicle speed control ECU 1 causes the microcomputer to execute a control program stored in advance in the ROM or the like, thereby causing the microcomputer to perform the first distance determination unit 121, the first instruction unit 122, and the second distance determination. Unit 123, second instruction unit 124, first operation determination unit 125, third instruction unit 126, threshold setting unit 127, and inter-vehicle distance storage unit 128.

  The first distance determination unit 121 (corresponding to the first distance determination unit) is in the state where the vehicle speed is controlled by the tracking control unit 118 (= while the tracking control mode ST11 shown in FIG. 2 is being executed), and the operation detection unit. When the brake operation is detected by 116, the inter-vehicle distance LA detected by the distance detecting unit 115 is equal to or greater than a preset first threshold L1 (for example, an average value of inter-vehicle distances when the vehicle speed is not controlled). It is a function part which determines whether it is. Here, the first threshold L1 is set in advance by the threshold setting unit 127.

  The first instruction unit 122 (corresponding to the first instruction means) is replaced with the tracking control unit 118 when the first distance determination unit 121 determines that the inter-vehicle distance LA is equal to or greater than the first threshold L1. The speed control unit 117 controls the vehicle speed, and the target vehicle speed V0 of the constant speed control unit 117 is changed to the vehicle speed VA at the time when the braking operation when the determination by the first distance determination unit 121 is completed is completed. It is a functional part to do. That is, the first instruction unit 122 determines the target vehicle speed VA from the follow-up control mode ST11 of the target inter-vehicle distance L0 when the first distance determination unit 121 determines that the inter-vehicle distance LA is equal to or greater than the first threshold L1. Transition TR11 to speed control mode ST12 is performed.

  On the other hand, when the first distance determination unit 121 determines that the inter-vehicle distance LA is less than the first threshold L1, the first instruction unit 122 performs the brake operation when the determination by the first distance determination unit 121 is performed. Is obtained via the distance detection unit 115, and the target inter-vehicle distance L0 of the follow-up control unit 118 is changed to the obtained inter-vehicle distance LD. That is, when the first distance determination unit 121 determines that the inter-vehicle distance LA is less than the first threshold L1, the first instruction unit 122 sets the target inter-vehicle distance L0 while maintaining the follow-up control mode ST11. Change to LD.

  In addition, the first instruction unit 122 performs a brake operation when the determination by the first distance determination unit 121 is performed when the first distance determination unit 121 determines that the inter-vehicle distance LA is equal to or greater than the first threshold L1. The inter-vehicle distance LB from the preceding vehicle at the time when is completed is acquired via the distance detection unit 115.

  The second distance determination unit 123 (corresponding to the second distance determination unit) detects the accelerator operation by the operation detection unit 116 after the first instruction unit 122 starts the speed control via the constant speed control unit 117. In this case, the inter-vehicle distance LC detected by the distance detecting unit 115 at the time when the accelerator operation is detected is set to a second threshold L2 that is set in advance larger than the first threshold L1 (for example, the vehicle speed is not controlled). It is a functional unit that determines whether or not the sum of the average value of the inter-vehicle distance and the standard deviation in the state. Here, the second threshold L2 is set by the threshold setting unit 127 in advance.

  When the second distance determination unit 123 determines that the inter-vehicle distance LC is equal to or greater than the second threshold L2, the second instruction unit 124 (corresponding to the second instruction means) replaces the constant speed control unit 117, This is a functional unit that causes the tracking control unit 118 to control the vehicle speed and changes the target inter-vehicle distance L0 of the tracking control unit 118 to the inter-vehicle distance LB acquired by the first instruction unit 122. That is, the second instruction unit 124 follows the target inter-vehicle distance LB from the constant speed control mode ST12 of the target vehicle speed VA when the second distance determination unit 123 determines that the inter-vehicle distance LC is equal to or greater than the second threshold L2. Transition TR12 to control mode ST11 is performed.

  The first operation determination unit 125 (corresponding to the first operation determination unit) is being accelerated by the follow-up control unit 118 after the target inter-vehicle distance L0 is changed to the inter-vehicle distance LD by the first instruction unit 122 (= preceding vehicle). This is a functional unit that determines whether or not a brake operation has been detected by the operation detection unit 116 during the acceleration associated with the acceleration of.

  The third instruction unit 126 (corresponding to the third instruction unit) replaces the follow-up control unit 118 with respect to the constant speed control unit 117 when the first operation determination unit 125 determines that the brake operation is detected. The vehicle speed VB at the time when the brake operation determined by the first operation determination unit 125 (= the second brake operation) is completed is acquired, and the constant vehicle speed control unit is added to the acquired vehicle speed VB. 117 is a functional unit that changes the target vehicle speed V0 of 117. That is, when it is determined by the first operation determination unit 125 that the brake operation has been detected, the third instruction unit 126 transitions from the tracking control mode ST11 for the target inter-vehicle distance LD to the constant speed control mode ST12 for the target vehicle speed VB. TR11 is performed.

  The inter-vehicle distance storage unit 128 (corresponding to the inter-vehicle distance storage means) indicates the inter-vehicle distance when the vehicle speed is not controlled (= the vehicle speed is determined by the driver operating the accelerator pedal, the brake pedal, etc.). It is a functional unit that stores an average value and a standard deviation in advance. Here, the inter-vehicle distance storage unit 128 stores in advance an average value and a standard deviation of the inter-vehicle distance in a state where the vehicle speed is not controlled for each preset vehicle speed category (for example, a segment of 10 km / Hr). . That is, the inter-vehicle distance storage unit 128 stores an average value and a standard deviation of the inter-vehicle distance indicating the driving characteristics of the driver.

  The threshold setting unit 127 (corresponding to the threshold setting means) is a functional unit that sets the first threshold L1 and the second threshold L2 based on the average value and standard deviation of the inter-vehicle distance stored in the inter-vehicle distance storage unit 128. is there. For example, the threshold setting unit 127 sets the vehicle speed classification corresponding to the vehicle speed when the first threshold determination unit 121 detects the brake operation (= first brake operation) in which the first distance determination unit 121 determines the inter-vehicle distance LA. Set the average value. Further, for example, the threshold setting unit 127 corresponds to the vehicle speed when the second threshold determination unit 123 detects a brake operation (= second braking operation) in which the inter-vehicle distance LC is determined by the second distance determination unit 123. Set the sum of the average value and standard deviation of the vehicle speed classification.

  FIG. 5 is a flowchart showing an example of the operation of the vehicle speed control ECU 1 according to the first embodiment. First, the first distance determination unit 121 determines whether or not the follow-up control mode ST11 is being executed (S201). When it is determined that the follow-up control mode ST11 is not being executed (No in S201), the process is set in a standby state. When it is determined that the tracking control mode ST11 is being executed (Yes in S201), the first distance determination unit 121 determines whether or not a brake operation is detected via the operation detection unit 116 ( S203).

  If it is determined that the brake operation has not been detected (No in S203), the process returns to step S201, and the processes after step S201 are repeatedly executed. If it is determined that a brake operation has been detected (Yes in S203), the first distance determination unit 121 acquires the inter-vehicle distance LA at the time when the brake operation is detected via the distance detection unit 115. (S205). Then, the first threshold L1 is set by the threshold setting unit 127, and the first distance determination unit 121 determines whether or not the inter-vehicle distance LA acquired in step S205 is equal to or greater than the first threshold L1 ( S207). If it is determined that the value is less than the first threshold L1 (No in S207), the process proceeds to Step S223.

  When it is determined that it is equal to or higher than the first threshold L1 (Yes in S207), the first instruction unit 122 acquires the vehicle speed VA at the time when the brake operation detected in Step S205 is completed (S209). . Then, the inter-vehicle distance LB at the time when the brake operation detected in step S205 is completed is acquired by the first instruction unit 122 via the distance detection unit 115 (S211). Next, the first instruction unit 122 changes the target vehicle speed V0 of the constant speed control unit 117 to the vehicle speed VA acquired in step S209, and replaces the follow-up control unit 118 via the constant speed control unit 117. Thus, the vehicle speed is controlled (= transition TR11 of the target vehicle speed VA to the constant speed control mode ST12 is performed) (S213).

  Next, the second distance determination unit 123 determines whether or not an accelerator operation is detected via the operation detection unit 116 (S215). If it is determined that the accelerator operation is not detected (No in S215), the process is set to a standby state. If it is determined that the accelerator operation is detected (Yes in S215), the second distance determination unit 123 acquires the inter-vehicle distance LC at the time when the accelerator operation is detected in Step S215 via the distance detection unit 115. (S217). Then, the second threshold value L2 is set by the threshold value setting unit 127, and the second distance determination unit 123 determines whether or not the inter-vehicle distance LC acquired in step S217 is equal to or greater than the second threshold value L2 (S219). ). If it is determined that the value is less than the second threshold L2 (No in S219), the process returns to step S215, and the processes after step S215 are repeatedly executed. When it is determined that it is equal to or greater than the second threshold L2 (Yes in S219), the second instruction unit 124 controls the vehicle speed via the follow-up control unit 118 instead of the constant speed control unit 117, The target inter-vehicle distance L0 of the follow-up control unit 118 is changed to the inter-vehicle distance LB acquired by the first instruction unit 122 (= transition TR12 to the follow-up control mode ST11 of the target inter-vehicle LB is performed) (S221), and the process is performed. It returns to step S201 and the process after step S201 is repeatedly performed.

  In the case of No in step S207, the first instructing unit 122 acquires the inter-vehicle distance LD at the time when the braking operation detected in step S203 is completed via the distance detecting unit 115 (S223). Then, the first instructing unit 122 changes the target inter-vehicle distance L0 of the follow-up control unit 118 to the inter-vehicle distance LD acquired in step S223 (= the target inter-vehicle distance L0 is changed to the inter-vehicle distance while maintaining the follow-up control mode ST11). The distance LD is changed) (S225). Next, the first operation determination unit 125 determines whether or not a brake operation has been detected via the operation detection unit 116 during acceleration (S227). When it is determined that the brake operation is not detected during acceleration (No in S227), the process is in a standby state. When it is determined that a brake operation is detected during acceleration (Yes in S227), the third instruction unit 126 at the time point when the brake operation detected in Step S227 (= the second brake operation) is completed. The vehicle speed VB is acquired (S229). Next, the target vehicle speed V0 of the constant speed control unit 117 is changed to the vehicle speed VB acquired in step S229 by the third instruction unit 126, and the vehicle speed is changed via the constant speed control unit 117 instead of the follow-up control unit 118. Is controlled (transition TR11 of the target vehicle speed VB to the constant speed control mode ST12 is performed), and the process is terminated.

  Thus, according to the vehicle speed control ECU 1 according to the first embodiment, when the brake operation is detected in a state where the vehicle speed is controlled by the follow-up control unit 118, the inter-vehicle distance LA is preset. When it is determined whether or not the threshold value L1 is equal to or greater than the threshold value L1, and it is determined that the inter-vehicle distance LA is equal to or greater than the first threshold value L1, the vehicle speed is controlled via the constant speed control unit 117 instead of the tracking control unit 118. Therefore, the vehicle speed can be appropriately controlled when a brake operation is performed during the follow-up control.

  That is, when the inter-vehicle distance LA at the time when the brake operation is detected is equal to or greater than the first threshold value L1 (for example, the average value of the inter-vehicle distance when the vehicle speed is not controlled), the inter-vehicle distance is sufficiently large. In spite of this, because the brake is operated, the driver feels that the vehicle speed is too fast and can be assumed to have operated the brake to shift to constant speed control. Since the vehicle speed is controlled via the constant speed control unit 117 instead of the control unit 118 (= transition TR11 from the tracking control mode ST11 to the constant speed control mode ST12 is performed), the brake operation is performed during the tracking control. The vehicle speed can be appropriately controlled in the event of a break.

  Further, when it is determined that the inter-vehicle distance LA at the time when the brake operation is detected is equal to or greater than the first threshold L1, the brake when the inter-vehicle distance LA is determined for the constant speed control unit 117. Since the vehicle speed VA at the time when the operation is finished is set as the target vehicle speed V0, the vehicle speed VA at the time when the brake operation is finished can be estimated to be the target vehicle speed V0 that the driver desires to set. Thus, the vehicle speed can be more appropriately controlled when the brake operation is performed.

  Furthermore, when the accelerator operation is detected after the speed control via the constant speed control unit 117 is started, the inter-vehicle distance LC at the time when the accelerator operation is detected is set in advance larger than the first threshold L1. It is determined whether or not the vehicle speed is greater than or equal to the second threshold value L2, and when it is determined that the inter-vehicle distance LC is greater than or equal to the second threshold value L2, the vehicle speed is changed via the tracking control unit 118 instead of the constant speed control unit 117. Therefore, the vehicle speed can be more appropriately controlled when a brake operation is performed during the follow-up control.

  That is, after the transition TR11 from the tracking control mode ST11 to the constant speed control mode ST12 is performed, the inter-vehicle distance LC at the time when the accelerator operation is detected is the first threshold value L1 (for example, the vehicle speed is not controlled). If it is determined to be greater than or equal to a second threshold L2 (for example, the sum of the average value of the inter-vehicle distance and the standard deviation when the vehicle speed is not controlled), The brake operation that started the transition TR11 from the control mode ST11 to the constant speed control mode ST12 may be caused by the driver to increase the inter-vehicle distance more than usual for some reason (for example, the road surface is slippery). Therefore, the vehicle speed is controlled via the tracking control unit 118 instead of the constant speed control unit 117. = Performs transition TR12 from the constant speed control mode ST12 to following control mode ST11) by, it is possible to further properly control the vehicle speed when the brake operation is performed during follow-up control.

  In addition, when it is determined that the inter-vehicle distance LA is equal to or greater than the first threshold L1, the inter-vehicle distance LB with the preceding vehicle at the time when the brake operation when the determination of the inter-vehicle distance LA is completed is acquired. Since the target inter-vehicle distance L0 of the follow-up control unit 118 is changed to the acquired inter-vehicle distance LB, the inter-vehicle distance LB when the brake operation is finished is the target inter-vehicle distance L0 that the driver desires to set. Since it can be estimated, the vehicle speed can be more appropriately controlled when a brake operation is performed during the follow-up control.

  In addition, the average value and standard deviation of the inter-vehicle distance when the vehicle speed is not controlled are stored in advance in the inter-vehicle distance storage unit 128, and the average value and standard deviation of the inter-vehicle distance stored in the inter-vehicle distance storage unit 128 are stored. Since the first threshold value L1 is set based on the following, since an appropriate value (for example, the average value of the inter-vehicle distance when the vehicle speed is not controlled) can be set as the first threshold value L1, follow-up control is performed. The vehicle speed can be more appropriately controlled when the brake operation is performed during the operation.

  Further, when it is determined that the inter-vehicle distance LA is less than the first threshold L1, the inter-vehicle distance LD at the time when the braking operation when the determination of the inter-vehicle distance LA is completed is acquired, and the acquired inter-vehicle distance Since the target inter-vehicle distance L0 of the tracking control unit 118 is changed to the distance LD, the inter-vehicle distance LD at the time when the braking operation is completed can be estimated to be the target inter-vehicle distance L0 that the driver desires to set. The vehicle speed can be more appropriately controlled when the brake operation is performed during the operation.

  In addition, after it is determined that the inter-vehicle distance LA is less than the first threshold L1 and the target inter-vehicle distance L0 is changed to the inter-vehicle distance LD, it is determined whether or not a brake operation is detected during acceleration by the tracking control unit 118. When it is determined that the brake operation is detected, the vehicle speed is controlled via the constant speed control unit 117 instead of the tracking control unit 118, so that the brake operation is performed during the tracking control. Furthermore, the vehicle speed can be appropriately controlled.

  That is, after the target inter-vehicle distance L0 is changed to the inter-vehicle distance LD, the brake operation is detected by the follow-up control unit 118 during acceleration (= according to acceleration of the preceding vehicle). In such a case, the brake operation (= first brake operation) that started the change of the target inter-vehicle distance L0 is not the brake operation performed by the driver to continue the follow-up control with the inter-vehicle distance increased. Therefore, since it can be estimated that the brake operation is performed by the driver to shift from the follow-up control to the constant speed control, the vehicle speed is controlled via the constant speed control unit 117 instead of the follow-up control unit 118 (= follow-up control mode). By performing the transition TR11 from ST11 to the constant speed control mode ST12), the vehicle speed can be more appropriately controlled when a brake operation is performed during the follow-up control.

  Further, the vehicle speed VB at the time when the second brake operation is completed is acquired, and the target vehicle speed V0 of the constant speed control unit 117 is changed to the acquired vehicle speed VB, so that the vehicle speed at the time when the brake operation is ended Since VB can be estimated to be the target vehicle speed V0 that the driver desires to set, the vehicle speed can be more appropriately controlled when a brake operation is performed during the follow-up control.

The vehicle speed control ECU 1 according to the present invention is not limited to the vehicle speed control ECU 1 according to the first embodiment, and may be the following form.
(C) In the first embodiment, whether to maintain the follow-up control mode ST11 or to perform the transition TR11 to the constant speed control mode ST12 is determined based on two operations (brake operation or accelerator operation). Although the case where it does is demonstrated, the form determined based on 3 times or more operation (brake operation or accelerator operation) may be sufficient. For example, when the second distance determination unit 123 determines that the inter-vehicle distance LC at the time when the accelerator operation is detected is equal to or greater than the second threshold L2 twice, the second instruction unit 124 Instead of the speed control unit 117, the following control unit 118 may control the vehicle speed. In this case, more appropriate vehicle speed control is possible.

  (D) In the first embodiment, the second instruction unit 124 maintains the current control state when the inter-vehicle distance LC is less than the second threshold L2 (= in step S219 in the flowchart shown in FIG. 5). Although the case where the process is returned to step S215 in the case of No) has been described, the second instruction unit 124 ends the process when the inter-vehicle distance LC is less than the second threshold L2 (= shown in FIG. 5). In the flowchart, the process may be terminated when the result in step S219 is No).

  (E) In the first embodiment, the second instruction unit 124 maintains the current control state when the inter-vehicle distance LC is less than the second threshold L2 (= in step S219 in the flowchart shown in FIG. 5). In the case of No, the case where the process is returned to step S215) has been described. However, the second instruction unit 124 has set the number of times (for example, three times) set in advance that the inter-vehicle distance LC is less than the second threshold L2. If determined, the process is terminated (= in the flowchart shown in FIG. 5, the process is terminated when it is determined a predetermined number of times (for example, three times) as No in step S219). Form may be sufficient. In this case, by appropriately setting the number of times, desired control can be realized without increasing the load of the vehicle speed control ECU 1.

  (F) In the first embodiment, when the third instruction unit 126 determines that the brake operation is not detected by the first operation determination unit 125, the current control state is maintained (= FIG. 5). In the flowchart shown in the figure, the case where the process is set to the standby state in the case of No in step S227) has been described. However, the third instruction unit 126 determines that the brake operation is not detected by the first operation determination unit 125. In such a case, the process may be terminated (= the process is terminated when No in step S227 in the flowchart shown in FIG. 5).

  (G) In the first embodiment, when the third instruction unit 126 determines that the brake operation is not detected by the first operation determination unit 125, the current control state is maintained (= FIG. 5). In the flowchart shown, the case where the process is set to the standby state in the case of No in step S227) has been described. However, the third instruction unit 126 sets in advance that the brake operation is not detected by the first operation determination unit 125. When the number of times of determination (for example, three times) is determined continuously, the process is terminated (= in the flowchart shown in FIG. 5, the number of times that is set in advance as No in step S227 (for example, three times). If it is determined, the process is terminated). In this case, by appropriately setting the number of times, desired control can be realized without increasing the load of the vehicle speed control ECU 1.

  (H) In the first embodiment, the vehicle speed control ECU 1 functionally includes a first distance determination unit 121, a first instruction unit 122, a second distance determination unit 123, a second instruction unit 124, and a first operation determination unit. 125, the third instruction unit 126, the threshold setting unit 127, the inter-vehicle distance storage unit 128, and the like have been described. However, the first distance determination unit 121, the first instruction unit 122, the second distance determination unit 123, the second instruction Of the unit 124, the first operation determination unit 125, the third instruction unit 126, the threshold setting unit 127, and the inter-vehicle distance storage unit 128, at least one functional unit may be configured by hardware such as an electric circuit. .

(Second Embodiment)
Next, the vehicle speed control ECU 1 according to the second embodiment will be described with reference to FIGS. 6 and 7. FIG. 6 is a block diagram showing an example of the configuration of the vehicle speed control ECU 1 according to the second embodiment. Compared with the vehicle speed control ECU 1 according to the first embodiment described with reference to FIG. 4, the vehicle speed control ECU 1 according to the second embodiment has a first distance determination unit 121, a first instruction unit 122, and a second distance determination unit. 123, the second instruction unit 124, the first operation determination unit 125, the third instruction unit 126, the threshold setting unit 127, and the inter-vehicle distance storage unit 128, the second distance determination unit 131, the fourth instruction unit 132, The difference is that a second operation determination unit 133, a fifth instruction unit 134, and an acceleration storage unit 135 are provided. That is, the vehicle speed control ECU 1 according to the second embodiment includes a transition condition storage unit 111, a transition prohibition unit 112, a transition execution unit 113, a change reception unit 114, a distance detection unit 115, an operation detection unit 116, a constant speed shown in FIG. Functionally, in addition to the control unit 117 and the tracking control unit 118, the second distance determination unit 131, the fourth instruction unit 132, the second operation determination unit 133, the fifth instruction unit 134, and the acceleration storage unit 135 are functionally provided. It has.

  Note that the transition condition storage unit 111, the transition prohibition unit 112, the transition execution unit 113, and the change reception unit 114 illustrated in FIG. 1 are not illustrated in FIG. 6 for convenience, and the distance detection unit 115 illustrated in FIG. The operation detection unit 116, the constant speed control unit 117, and the follow-up control unit 118 are also shown in FIG. 6 for convenience of explanation. In addition, the vehicle speed control ECU 1 causes the microcomputer to execute a control program stored in advance in the ROM or the like, thereby causing the microcomputer to perform the second distance determination unit 131, the fourth instruction unit 132, and the second operation determination. And function as functional units such as the unit 133, the fifth instruction unit 134, and the acceleration storage unit 135.

  The second distance determination unit 131 (corresponding to the second distance determination unit) is a distance detection unit 115 when a brake operation is detected by the operation detection unit 116 while the vehicle speed is controlled by the follow-up control unit 118. Is a functional unit that determines whether or not the inter-vehicle distance is detected. Here, the distance detection unit 115 does not detect the inter-vehicle distance when the inter-vehicle distance from the preceding vehicle is larger than the detectable inter-vehicle distance of the millimeter wave radar detected by the radar sensor 22 shown in FIG. For example, the preceding vehicle is outside the detectable range of the millimeter wave radar detected by the radar sensor 22 shown in FIG.

  The fourth instruction unit 132 (corresponding to the fourth instruction means) determines the target inter-vehicle distance L0 of the tracking control unit 118 as the second distance when the second distance determination unit 131 determines that the inter-vehicle distance is detected. While changing to the inter-vehicle distance LE at the time when the brake operation when the determination is made by the determination unit 131 is completed, the maximum acceleration α of the follow-up control unit 118 is changed to a value α1 less than the preset maximum acceleration α0. It is a functional part. However, here, the fourth instruction unit 132 changes the maximum acceleration α to the maximum acceleration α1 based on the average value and standard deviation of acceleration stored in the acceleration storage unit 135. For example, the fourth instruction unit 132 is stored in the acceleration storage unit 135, and the standard value is calculated from the average value of accelerations in the vehicle speed classification corresponding to the vehicle speed at the time when the second distance determination unit 131 determines that the inter-vehicle distance is detected. The difference is reduced to the difference (= maximum acceleration α1).

  Here, the case where the fourth instruction unit 132 changes the maximum acceleration α to the maximum acceleration α1 based on the average value and standard deviation of acceleration stored in the acceleration storage unit 135 will be described. The maximum acceleration α may be changed to a value (= α0 × (1−β)) that is reduced from a preset maximum acceleration α0 by a preset ratio β. In this case, the maximum acceleration α can be easily changed.

  On the other hand, when it is determined by the second distance determination unit 131 that the inter-vehicle distance is not detected, the fourth instruction unit 132 is when the brake operation at the time when the determination by the second distance determination unit 131 is completed is completed. And the target vehicle speed V0 of the constant speed control unit 117 is changed to the vehicle speed VC, and the constant speed control unit 117 is controlled in place of the tracking control unit 118 (= following control mode ST11). To TR11 to constant speed control mode ST12).

  The second operation determining unit 133 (corresponding to the second operation determining unit) is accelerating by the follow-up control unit 118 after the maximum acceleration α is changed to the maximum acceleration α1 by the fourth instruction unit 132 (= the preceding vehicle is accelerated). Accordingly, it is determined whether or not a brake operation is detected by the operation detection unit 116 and whether or not an accelerator operation is detected when the host vehicle is accelerated to follow the preceding vehicle). It is a functional part.

  The fifth instruction unit 134 (corresponding to the fifth instruction unit) acquires the vehicle speed VD at the time when the brake operation is ended when the second operation determination unit 133 determines that the brake operation is detected, This is a functional unit that changes the target vehicle speed V0 of the constant speed control unit 117 to the acquired vehicle speed VD and causes the constant speed control unit 117 to control the vehicle speed instead of the follow-up control unit 118. That is, when it is determined by the second operation determination unit 133 that the brake operation has been detected, the fifth instruction unit 134 transitions TR11 from the follow-up control mode ST11 with the maximum acceleration α1 to the constant speed control mode ST12 with the target vehicle speed VD. I do.

  Here, when the fifth instruction unit 134 determines that the brake operation has been detected by the second operation determination unit 133, the fifth instruction unit 134 obtains the vehicle speed VD at the time when this brake operation (= second brake operation) is completed. Then, the case where the target vehicle speed V0 of the constant speed control unit 117 is changed to the acquired vehicle speed VD will be described. However, the brake operation (= the first brake) determined by the second distance determination unit 131 by the fourth instruction unit 132 is described. The vehicle speed at the time when the operation is completed may be acquired, and the fifth instruction unit 134 may change the target vehicle speed V0 of the constant speed control unit 117 to the acquired vehicle speed.

  On the other hand, when the second operation determination unit 133 determines that the accelerator operation is detected, the fifth instruction unit 134 returns the maximum acceleration α of the follow-up control unit 118 from the maximum acceleration α1 to the preset maximum acceleration α0. . Furthermore, when the second operation determination unit 133 determines that neither a brake operation nor an accelerator operation is detected, the current control state is maintained.

  The acceleration storage unit 135 (corresponding to acceleration storage means) is a functional unit that stores in advance the average value and standard deviation of acceleration when the vehicle speed is not controlled. Here, the acceleration memory | storage part 135 stores beforehand the average value and standard deviation of the acceleration in the state where the vehicle speed is not controlled for every preset vehicle speed division (for example, division for every 10 km / Hr). That is, the acceleration storage unit 135 stores an average value and standard deviation of acceleration indicating the driving characteristics of the driver.

  FIG. 7 is a flowchart showing an example of the operation of the vehicle speed control ECU 1 according to the second embodiment. First, the second distance determination unit 131 determines whether or not the follow-up control mode ST11 is being executed (S301). When it is determined that the follow-up control mode ST11 is not being executed (No in S301), the process is set in a standby state. When it is determined that the tracking control mode ST11 is being executed (Yes in S301), the second distance determination unit 131 determines whether or not a brake operation is detected via the operation detection unit 116 ( S303).

  If it is determined that a brake operation has not been detected (No in S303), the process returns to step S301, and the processes after step S301 are repeatedly executed. If it is determined that a brake operation has been detected (Yes in S303), the second distance determination unit 131 determines whether the inter-vehicle distance is detected via the distance detection unit 115 (S305). . If it is determined that the inter-vehicle distance is not detected (No in S305), the process proceeds to step S317.

  When it is determined that the inter-vehicle distance is detected (Yes in S305), the fourth instructing unit 132 acquires the inter-vehicle distance LE at the time when the brake operation determined in step S303 is completed. (S307). Then, the fourth instructing unit 132 changes the target inter-vehicle distance L0 of the follow-up control unit 118 to the inter-vehicle distance LE acquired in step S307 (S309). Next, the fourth instruction unit 132 changes the maximum acceleration α of the tracking control unit 118 to the maximum acceleration α1 (S311). Next, the second operation determination unit 13 determines whether or not a brake operation has been detected via the operation detection unit 116 during acceleration of the host vehicle by the follow-up control unit 118 (S313). If it is determined that a brake operation has been detected (Yes in S313), the process proceeds to step S323.

  If it is determined that the brake operation has not been detected (No in S313), the second operation determination unit 13 detects the accelerator operation via the operation detection unit 116 during acceleration of the host vehicle by the follow-up control unit 118. It is determined whether or not it has been done (S315). If it is determined that the accelerator operation has not been detected (No in S315), the process returns to step S313, and the processes after step S313 are repeatedly executed. If it is determined that the accelerator operation is detected (Yes in S315), the fifth instruction unit 134 returns the maximum acceleration α of the follow-up control unit 118 to the preset maximum acceleration α0 (S317), and the process is performed. It returns to step S301 and the process after step S301 is repeatedly performed.

  In the case of No in step S305, the fourth instruction unit 132 obtains the vehicle speed VC at the time when the brake operation determined in step S303 is completed (S319). Then, the fourth instruction unit 132 changes the target vehicle speed V0 of the constant speed control unit 117 to the vehicle speed VC, and the vehicle speed is controlled by the constant speed control unit 117 instead of the tracking control unit 118 (= following). The transition TR11 from the control mode ST11 to the constant speed control mode ST12 is performed) (S321), and the process is terminated.

  In the case of Yes in step S313, the fifth instruction unit 134 obtains the vehicle speed VD at the time when the brake operation determined in step S313 is completed (S323). Then, the target vehicle speed V0 of the constant speed control unit 117 is changed to the vehicle speed VD by the fifth instruction unit 134, and the vehicle speed is controlled by the constant speed control unit 117 instead of the tracking control unit 118 (= following). The transition TR11 from the control mode ST11 to the constant speed control mode ST12 is performed) (S325), and the process is terminated.

  In this way, when a brake operation is detected in a state where the vehicle speed is controlled by the tracking control unit 118, it is determined whether or not the inter-vehicle distance is detected, and it is determined that the inter-vehicle distance is detected. In this case, the maximum acceleration α of the follow-up control unit 118 is changed to a value α1 less than the preset maximum acceleration α0, so that the vehicle speed is controlled more appropriately when a brake operation is performed during the follow-up control. be able to.

  In other words, since the driver is performing the brake operation even though the inter-vehicle distance is detected (= following control is normally performed), this brake operation has a large maximum acceleration α0 set in advance. Therefore, by changing the maximum acceleration α to a value α1 less than the preset maximum acceleration α0, the vehicle speed is controlled more appropriately when a brake operation is performed during the follow-up control. It can be done.

  If it is determined that the inter-vehicle distance is not detected, the vehicle speed is controlled via the constant speed control unit 117 instead of the follow-up control unit 118. Since the control cannot be executed continuously, the vehicle speed can be more appropriately controlled when a brake operation is performed during the follow-up control.

  Further, the acceleration storage unit 135 stores in advance the average value and standard deviation of acceleration when the vehicle speed is not controlled. Based on the average value and standard deviation of acceleration stored in the acceleration storage unit 135, Since the maximum acceleration α is changed, the maximum acceleration α can be changed to an appropriate value α1 (for example, a difference obtained by subtracting the standard deviation from the average value). Therefore, when the brake operation is performed during the follow-up control. Furthermore, the vehicle speed can be appropriately controlled.

  In addition, after the maximum acceleration α is changed to an appropriate value α1, whether or not a brake operation is detected during acceleration by the follow-up control unit 118 (= when the preceding vehicle accelerates and the inter-vehicle distance increases). When it is determined that the brake operation is detected, the vehicle speed is controlled via the constant speed control unit 117 instead of the tracking control unit 118, so that the brake operation is performed during the tracking control. Furthermore, the vehicle speed can be appropriately controlled.

  That is, after the maximum acceleration α is changed to an appropriate value α1, the brake control unit 118 determines that a brake operation has been detected during acceleration (= when the preceding vehicle accelerates and the inter-vehicle distance increases). In this case, it can be estimated that the brake operation performed by the driver is not performed because the acceleration is excessive, but is switched to the constant speed control. By controlling the vehicle speed via the constant speed control unit 117, the vehicle speed can be more appropriately controlled when a brake operation is performed during the follow-up control.

  In addition, after the maximum acceleration α is changed to an appropriate value α1, the vehicle speed VD at the time when the braking operation is completed is acquired when the tracking control unit 118 determines that the braking operation is detected during acceleration. Since the target vehicle speed V0 of the constant speed control unit 117 is changed to the acquired vehicle speed VD, it is estimated that the vehicle speed VD at the time when the brake operation is finished is the target vehicle speed V0 that the driver wants to set. Therefore, the vehicle speed can be more appropriately controlled when a brake operation is performed during the follow-up control.

  Further, after the maximum acceleration α is changed to an appropriate value α1, it is determined whether or not an accelerator operation is detected during acceleration by the follow-up control unit 118 (= when the preceding vehicle accelerates and the inter-vehicle distance increases). When it is determined that the accelerator operation is detected, the maximum acceleration α of the tracking control unit 118 is returned to the preset maximum acceleration α0, so that it is more appropriate when the brake operation is performed during the tracking control. The vehicle speed can be controlled.

  That is, after the maximum acceleration α is changed to an appropriate value α1, it is determined whether or not an accelerator operation is detected during acceleration by the follow-up control unit 118 (= when the preceding vehicle accelerates and the inter-vehicle distance increases). When it is determined that the accelerator operation is detected, the driver can estimate that the changed maximum acceleration α1 is too small and wants to increase the maximum acceleration α. Since the maximum acceleration α of 118 is returned to the preset maximum acceleration α0, the vehicle speed can be more appropriately controlled when a brake operation is performed during the follow-up control.

The vehicle speed control ECU 1 according to the present invention is not limited to the vehicle speed control ECU 1 according to the second embodiment, and may be the following form.
(I) In the second embodiment, whether to maintain the follow-up control mode ST11 or to perform the transition TR11 to the constant speed control mode ST12 is determined based on two operations (brake operation or accelerator operation). Although the case where it does is demonstrated, the form determined based on 3 times or more operation (brake operation or accelerator operation) may be sufficient. For example, when the second operation determination unit 133 determines that the brake operation is detected twice in succession during acceleration, the fifth instruction unit 134 replaces the follow-up control unit 118 and the constant speed control unit 117. Alternatively, the vehicle speed may be controlled. In this case, more appropriate vehicle speed control is possible.

  (J) In the second embodiment, the fifth instruction unit 134 maintains the current control state when neither the brake operation nor the accelerator operation is detected during acceleration (= in the flowchart shown in FIG. 7). In the case of No in step S315, the case where the process is returned to step S313) has been described. However, when neither the brake operation nor the accelerator operation is detected during acceleration, the fifth instruction unit 134 ends the process. (= In the flowchart shown in FIG. 7, the process is terminated when No in step S315).

  (K) In the second embodiment, the fifth instruction unit 134 maintains the current control state when neither a brake operation nor an accelerator operation is detected during acceleration (= in the flowchart shown in FIG. 7). In the case of No in step S315, the case where the processing is returned to step S313) has been described. The processing may be terminated when it is not detected only once (= the processing is terminated when No in step S315 in the flowchart shown in FIG. 7). By appropriately setting the number of times, desired control can be realized without increasing the load of the vehicle speed control ECU 1.

  (L) In the second embodiment, when it is determined that the inter-vehicle distance is not detected, the fourth instruction unit 132 causes the constant speed control unit 117 to control the vehicle speed instead of the follow-up control unit 118. As described above, when it is determined that the inter-vehicle distance is equal to or greater than a preset threshold, the fourth instruction unit 132 causes the constant speed control unit 117 to control the vehicle speed instead of the follow-up control unit 118. Form may be sufficient.

  (M) In the second embodiment, the vehicle speed control ECU 1 functionally includes a second distance determination unit 131, a fourth instruction unit 132, a second operation determination unit 133, a fifth instruction unit 134, an acceleration storage unit 135, and the like. However, at least one functional unit among the second distance determination unit 131, the fourth instruction unit 132, the second operation determination unit 133, the fifth instruction unit 134, and the acceleration storage unit 135 is provided. It may be configured by hardware such as an electric circuit.

  The present invention can be applied to, for example, a vehicle speed control device that controls the vehicle speed of a vehicle. In particular, switching between a constant speed control mode for controlling the vehicle speed to match the preset target vehicle speed and a follow-up control mode for controlling the vehicle speed to match the inter-vehicle distance with the preceding vehicle to the preset target inter-vehicle distance. The present invention can be applied to a vehicle speed control device that controls the vehicle speed.

The block diagram which shows an example of a structure of the vehicle speed control apparatus which concerns on this invention Block diagram showing an example of mode transition for controlling vehicle speed The flowchart which shows an example of operation | movement of vehicle speed control ECU shown in FIG. Functional configuration diagram of the vehicle speed control ECU according to the first embodiment The flowchart which shows an example of operation | movement of the vehicle speed control ECU which concerns on 1st Embodiment. The block diagram which shows an example of a structure of vehicle speed control ECU which concerns on 2nd Embodiment. The flowchart which shows an example of operation | movement of vehicle speed control ECU which concerns on 2nd Embodiment.

Explanation of symbols

1 Vehicle speed control ECU (vehicle speed control device)
115 Distance detection unit (part of distance detection means)
116 Operation detection unit (part of operation detection means)
117 Constant speed controller (constant speed control means)
118 Tracking control unit (tracking control means)
121 1st distance determination part (1st distance determination means)
122 1st instruction | indication part (1st instruction | indication means)
123 2nd distance determination part (2nd distance determination means)
124 2nd instruction | indication part (2nd instruction | indication means)
125 1st operation determination part (1st operation determination means)
126 Third instruction section (third instruction means)
127 Threshold setting unit (threshold setting means)
128 Inter-vehicle distance storage unit (inter-vehicle distance storage means)
2 Input equipment 21 Vehicle speed sensor 22 Radar sensor (part of distance detection means)
23 Brake sensor (part of operation detection means)
24 Accelerator sensor (part of operation detection means)
25 Operation Support Switch 26 Method Change Switch 3 Output Equipment 31 Engine ECU
32 Brake ECU

Claims (18)

Constant speed control means for controlling the vehicle speed so as to coincide with a preset target vehicle speed, distance detection means for detecting the inter-vehicle distance from the preceding vehicle, and an inter-vehicle distance detected by the distance detection means Tracking control means for controlling the vehicle speed to match the inter-vehicle distance, and a vehicle speed control device for controlling the vehicle speed via the constant speed control means or the tracking control means,
Operation detecting means for detecting a brake operation by the driver;
Whether the inter-vehicle distance detected by the distance detection means is equal to or greater than a preset first threshold when the brake operation is detected by the operation detection means in a state where the vehicle speed is controlled by the tracking control means. First distance determination means for determining whether or not,
A first instruction unit that controls the constant speed control unit to control the vehicle speed instead of the follow-up control unit when the first distance determination unit determines that the inter-vehicle distance is equal to or greater than the first threshold; A vehicle speed control device.   The first instruction means determines the target vehicle speed of the constant speed control means by the first distance determination means when the first distance determination means determines that the inter-vehicle distance is equal to or greater than the first threshold. The vehicle speed control device according to claim 1, wherein the vehicle speed is changed to a vehicle speed at a time point when the brake operation is finished. The operation detection means detects an accelerator operation by the driver,
The distance detecting means at the time when the accelerator operation is detected when the accelerator operation is detected by the operation detecting means after the first instruction means starts the speed control via the constant speed control means. Second distance determination means for determining whether or not the inter-vehicle distance detected by is greater than the first threshold and is equal to or greater than a preset second threshold;
When the second distance determining means determines that the inter-vehicle distance is greater than or equal to the second threshold value, instead of the constant speed control means, a second instruction means for causing the follow-up control means to control the vehicle speed; The vehicle speed control device according to claim 1, comprising: When the first distance determining unit determines that the inter-vehicle distance is equal to or greater than the first threshold, the first instruction unit finishes the brake operation when the determination by the first distance determining unit is performed. The inter-vehicle distance with the preceding vehicle at the time is acquired via the distance detection means,
The vehicle speed control device according to claim 3, wherein the second instruction unit changes the target inter-vehicle distance of the follow-up control unit to the inter-vehicle distance acquired by the first instruction unit. An inter-vehicle distance storage means for storing in advance an average value and a standard deviation of the inter-vehicle distance when the vehicle speed is not controlled;
2. The vehicle speed control device according to claim 1, further comprising: a threshold setting unit configured to set the first threshold based on an average value and a standard deviation of an inter-vehicle distance stored in the inter-vehicle distance storage unit.   When the first distance determining unit determines that the inter-vehicle distance is less than the first threshold, the first instruction unit finishes the brake operation when the determination by the first distance determining unit is performed. 2. The vehicle speed control device according to claim 1, wherein an inter-vehicle distance at a time point is acquired through the distance detection unit, and the target inter-vehicle distance of the follow-up control unit is changed to the acquired inter-vehicle distance. First operation determining means for determining whether or not a brake operation is detected by the operation detecting means during acceleration by the follow-up control means after the target inter-vehicle distance is changed by the first instruction means;
A third instructing unit that controls the constant speed control unit to control the vehicle speed instead of the follow-up control unit when the first operation determination unit determines that a brake operation is detected. 6. The vehicle speed control device according to 6.   The third instruction means acquires a vehicle speed at the time when the brake operation determined by the first operation determination means is completed, and changes the target vehicle speed of the constant speed control means to the acquired vehicle speed. Item 8. The vehicle speed control device according to Item 7. Permits transition from the driver switching state, which is a state where switching between the constant speed control means and the tracking control means is performed based on an operation by the driver, to the determination switching state, which is a state performed by the first instruction means. Transition condition storage means for preliminarily storing a transition condition that is a condition to perform;
When an operation for instructing a transition from the driver switching state to the determination switching state is accepted, it is determined whether or not the transition condition stored in the transition condition storage unit is satisfied, and the transition condition is satisfied. A transition prohibiting means for prohibiting transition when it is determined that there is not,
The vehicle speed control device according to claim 1, wherein the transition condition includes at least one of a driver not performing an accelerator operation and a state in which a foot is placed on a brake pedal. Constant speed control means for controlling the vehicle speed so as to coincide with the preset target vehicle speed, distance detection means for detecting the inter-vehicle distance from the preceding vehicle, and a target for which the inter-vehicle distance detected by the distance detection means is set in advance The vehicle speed is controlled so as to coincide with the inter-vehicle distance, and when the inter-vehicle distance detected by the distance detecting means is larger than the target inter-vehicle distance, it is set in advance based on the difference between the detected inter-vehicle distance and the target inter-vehicle distance. Tracking control means for controlling the vehicle speed to accelerate at an acceleration with the maximum acceleration as an upper limit, and a vehicle speed control device for controlling the vehicle speed via the constant speed control means or the tracking control means,
Operation detecting means for detecting a brake operation by the driver;
Second distance determination means for determining whether or not an inter-vehicle distance is detected by the distance detection means when a brake operation is detected by the operation detection means in a state where the vehicle speed is controlled by the tracking control means. When,
And a fourth instruction means for changing the maximum acceleration of the tracking control means to a value less than the preset maximum acceleration when it is determined by the second distance determination means that an inter-vehicle distance is detected. , Vehicle speed control device.   The fourth instruction unit causes the constant speed control unit to control the vehicle speed instead of the follow-up control unit when the second distance determination unit determines that the inter-vehicle distance is not detected. Item 15. The vehicle speed control device according to Item 10.   The vehicle speed control device according to claim 10, wherein the fourth instruction means changes the maximum acceleration to a value that is decreased by a preset ratio from the preset maximum acceleration. Acceleration storage means for storing in advance the average value and standard deviation of acceleration when the vehicle speed is not controlled,
The vehicle speed control device according to claim 10, wherein the fourth instruction unit changes the maximum acceleration based on an average value and a standard deviation of acceleration stored in the acceleration storage unit. Second operation determining means for determining whether or not a brake operation is detected by the operation detecting means during acceleration by the tracking control means after the maximum acceleration is changed by the fourth instruction means;
5. A fifth instruction unit that causes the constant speed control unit to control the vehicle speed instead of the tracking control unit when it is determined that a brake operation is detected by the second operation determination unit. The vehicle speed control device according to 10.   The fifth instruction means acquires the vehicle speed at the time when the brake operation is completed when the second operation determination means determines that the brake operation has been detected, and sets the constant speed control means to the acquired vehicle speed. The vehicle speed control device according to claim 14, wherein the target vehicle speed is changed. The fourth instruction means obtains the vehicle speed at the time when the brake operation when the determination by the second distance determination means is completed,
The vehicle speed control device according to claim 14, wherein the fifth instruction means changes the target vehicle speed of the constant speed control means to the vehicle speed acquired by the fourth instruction means. The operation detection means detects an accelerator operation by the driver,
The second operation determining means determines whether an accelerator operation is detected by the operation detecting means during acceleration by the follow-up control means after the maximum acceleration is changed by the fourth instruction means,
The said 5th instruction | indication means returns the said maximum acceleration of the said follow-up control means to the said preset maximum acceleration, when it determines with the accelerator operation having been detected by the said 2nd operation determination means. Vehicle speed control device. Permits transition from the driver switching state, which is a state where switching between the constant speed control means and the tracking control means is performed based on an operation by the driver, to the determination switching state, which is a state performed by the fourth instruction means. Transition condition storage means for preliminarily storing a transition condition that is a condition to perform;
When an operation for instructing a transition from the driver switching state to the determination switching state is accepted, it is determined whether or not the transition condition stored in the transition condition storage unit is satisfied, and the transition condition is satisfied. A transition prohibiting means for prohibiting transition when it is determined that there is not,
The vehicle speed control device according to claim 10, wherein the transition condition includes at least one of a driver not performing an accelerator operation and a state in which a foot is placed on a brake pedal.

Images