JP2010052522A - Travel controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To automatically control acceleration after passing a curved part at constant speed travel control. <P>SOLUTION: A travel controller includes: a foot rest state detecting part 23 for detecting a foot rest state where an acceleration pedal is pressed to a foot rest position; a target speed setting part 35 for setting a target speed based on the detected foot rest state; a curved part recognition part 31 for recognizing the curved part existing in a traveling direction of the vehicle; a proper speed setting part 32 for setting a proper passing speed for passing properly the curved part; a constant speed travel/vehicular distance control part 37 for executing either of constant speed travel control based on the target speed or deceleration control based on the proper passing speed, while the foot rest state is detected, and a target passing speed setting part 36 for setting a target passing speed for acceleration after passing the curved part. The travel controller carries out the travel control based on the target passing speed, when the foot rest state is continuously detected after passing the curved part. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a travel control device capable of constant speed travel control.

The auto cruise control device that automatically controls the speed so that the vehicle runs at the target speed set by the driver is based on the road data of the navigation device when there is a curve in the traveling direction of the host vehicle. It is known that an appropriate passing speed of the curve is calculated and the host vehicle is automatically decelerated or speed-maintained based on a comparison result with the current vehicle speed of the host vehicle (see, for example, Patent Document 1).
Japanese Patent Laid-Open No. 7-125565

By the way, in the auto cruise control device that sets and updates the target speed during constant speed running control with an accelerator pedal with a footrest function, the driver puts his feet on the accelerator pedal and puts it in the footrest state, thereby controlling the inter-vehicle distance. Is executed, and the target speed of the constant speed traveling control is set. For this reason, for example, automatic deceleration control is performed at the time of entering a curve, and if the vehicle passes the curve while the accelerator pedal is in the footrest state, the vehicle speed at the time of passing the curve is updated to the target speed.
Conventionally, since there is no acceleration target speed after passing a curve, there has been a problem that the driver has to step on the accelerator pedal to accelerate after passing the curve, and the operation is troublesome.

  Accordingly, the present invention provides a travel control device in which acceleration control is automatically performed after escape from a bent portion.

In the travel control apparatus according to the present invention, the following means are employed in order to solve the above problems.
The invention according to claim 1 is an accelerator pedal having a footrest function by generating a reaction force, and a footrest state detection means for detecting a footrest state in which the accelerator pedal is depressed at a predetermined depression position that balances the reaction force. For example, a footrest state detection unit 23 in an embodiment described later) and a target speed setting unit (for example, a target speed setting unit 35 in an embodiment described later) that sets a target speed based on the detection of the footrest state by the footrest state detection unit. ), A bent portion recognition means for recognizing a bent portion existing in the traveling direction of the host vehicle based on the road data (for example, a bent portion recognition portion 31 in an embodiment described later), and a bent portion recognized by the bent portion recognition means Appropriate speed setting means for setting an appropriate passing speed capable of appropriately passing through the bent portion based on the shape of the For example, while the footrest state is detected by the appropriate speed setting unit 32) and the footrest state detecting means in the embodiment described later, constant speed traveling control based on the target speed or speed control based on the appropriate passing speed. In a travel control device (for example, the travel control device 1 in an embodiment described later) including a travel control means (for example, a constant speed travel / inter-vehicle distance control unit 37 in the embodiment described later). Escape target speed setting means for setting an escape target speed for accelerating the vehicle after passing the bent portion (for example, an escape target speed setting portion in an embodiment described later) is provided, and the travel control means passes the bent portion. If the footrest state is continuously detected by the footrest state detection means, it is based on the escape target speed. A travel control device and performs degrees control.
By configuring in this way, acceleration control can be automatically performed after exiting the bent portion when the deceleration control accompanying the bent portion approach is performed during the constant speed traveling control.

The invention according to claim 2 is the invention according to claim 1, wherein the escape target speed setting means sets, as the escape target speed, the target speed before the deceleration control accompanying the bending portion approach is performed. And
By comprising in this way, it can drive | work at constant speed with the target speed before the bending part approach again after escape from a bending part. Moreover, there is no need to reset the target speed after exiting the bent portion.

The invention according to claim 3 is the invention according to claim 1 or 2, wherein the target speed setting means sets the traveling speed of the host vehicle when the accelerator pedal is held in the footrest state as the target speed. It is characterized by doing.
By configuring in this way, it is possible to prevent the target speed from being set when the footrest position is temporarily reached while the accelerator pedal is depressed.

The invention according to claim 4 is characterized in that, in the invention according to claim 1, the escape target speed setting means sets the escape target speed based on speed limit information stored together with road data. To do.
With this configuration, it is possible to prevent the vehicle speed from being accelerated beyond the speed limit.

The invention according to claim 5 is the invention according to claim 1, wherein the execution of speed control based on the escape target speed is started by an on operation of a switch provided separately from the accelerator pedal. .
With this configuration, the driver can select whether or not to execute the automatic acceleration control after escape from the bent portion.

  According to the first aspect of the present invention, when the deceleration control accompanying the bent portion approach is performed during the constant speed traveling control, the acceleration control can be automatically performed after exiting the bent portion. Will improve.

  According to the second aspect of the invention, it is possible to perform constant speed traveling at the target speed before exiting the bent portion after escape from the bent portion, so that the passenger does not feel uncomfortable with the speed after acceleration. Further, since it is not necessary to reset the target speed after exiting the bent portion, the driver does not feel bothered.

  According to the invention according to claim 3, it is possible to prevent the target speed from being set when the footrest position is temporarily reached while the accelerator pedal is depressed, and to set the target speed appropriately. Can do.

  According to the invention which concerns on Claim 4, it can prevent that a vehicle speed exceeds a speed limit, and can observe a speed limit.

  According to the invention which concerns on Claim 5, a driver | operator can select whether the automatic acceleration control after bending part escape is performed.

  Embodiments of a travel control apparatus according to the present invention will be described below with reference to the drawings of FIGS.

  As shown in FIG. 1, the travel control apparatus 1 in this embodiment uses, for example, a driving force of an internal combustion engine 2 as a transmission (T / M) 3 such as an automatic transmission (AT) or a continuously variable automatic transmission (CVT). A safety device including a navigation device 4, a control device 5, an accelerator pedal reaction force actuator 6, a brake actuator 7 and an alarm device (not shown). It is prepared for.

  The accelerator pedal reaction force actuator 6 generates a reaction force on an accelerator pedal (not shown), and is composed of a motor or the like. A predetermined depression position (depression amount) is controlled by an accelerator pedal reaction force control unit 22 described later. The load when the driver just puts the foot (hereinafter referred to as the foot load) is controlled so as to balance the reaction force generated by the accelerator pedal reaction force actuator 6. The accelerator pedal functions as a footrest at the depressed position (hereinafter referred to as a footrest position) where the driver's foot load and the reaction force generated by the accelerator pedal reaction force actuator 6 are balanced. That is, the accelerator pedal in this vehicle has a footrest function. In addition, a footrest position can be made into the position depressed about 5 to 10 degree | times from the open position, for example.

The navigation device 4 includes, for example, a current position detection unit 11, a navigation processing unit 12, a road data storage unit 13, an input unit 14, and a display unit 15.
The current position detection unit 11 corrects an error of a GPS (Global Positioning System) signal for measuring the position of the vehicle using an artificial satellite, for example, or an appropriate base station, for example, to correct the positioning accuracy. GPS receiving unit 16 that receives positioning signals such as D (Differential) GPS signals, beacon receiving unit 17 that receives position information transmitted from a beacon, and the direction and vertical of the host vehicle in a horizontal plane A tilt angle with respect to a direction (for example, a tilt angle with respect to a vertical direction of a vehicle longitudinal axis or a yaw angle that is a rotation angle of a vehicle center of gravity about a vertical axis) and a change amount of the tilt angle (for example, a yaw rate) are detected. A gyro sensor 18 and a vehicle speed sensor 19 for detecting the speed (vehicle speed) of the host vehicle are provided. The gyro sensor 18 is used to detect the vehicle speed and yaw rate according to the received positioning signal and position information. The current position of the host vehicle is calculated by a calculation process of autonomous navigation based on a detection signal such as a cart.

  The road data storage unit 13 includes a computer-readable storage medium such as a magnetic disk device such as a hard disk device or an optical disk device such as a CD-ROM, CD-R, MO, or DVD. The road data storage unit 13 stores road data such as road width data, intersection angles of multiple roads, intersection shapes and positions, and the like as road data for displaying a map on the display unit 15, for example. Yes.

The navigation processing unit 12 is obtained from, for example, each of the positioning signal, the position information, and the autonomous navigation calculation processing in the current position detection unit 11 with respect to the road data acquired from the road data storage unit 13. Map matching is performed based on the information on the current position of the host vehicle, the result of the position detection is corrected, and the current position of the detected host vehicle or the operator via the input unit 14 including various switches, a keyboard, etc. The map display on the display unit 15 is controlled with respect to the appropriate position input by.
In addition, the navigation processing unit 12 executes processing such as vehicle route search and route guidance, and displays, for example, route information to the destination and various additional information along with the road data acquired from the road data storage unit 13. To the unit 15.

The control device 5 includes a speed control unit 21, an accelerator pedal reaction force control unit 22, an engine control unit 24, a shift control unit 25, and a brake control unit 26.
The accelerator pedal reaction force control unit 22 controls the reaction force generated by the accelerator pedal reaction force actuator 6 to be balanced with the footrest load of the driver at the footrest position, and when the amount of depression becomes larger than the footrest position, the reaction force is increased further. Control to be Further, the accelerator pedal reaction force control unit 22 detects a state (hereinafter referred to as a footrest state) in which the accelerator pedal is depressed into the footrest position and held for a certain time (for example, 0.5 to 1 second). A detection unit 23 is provided.

In this travel control device 1, in a state where the main switch (hereinafter, abbreviated as ACC main switch) 42 of the adaptive cruise control system is turned on, the constant speed travel / inter-vehicle distance control is not being performed (hereinafter, non-control). From the automatic traveling control state), when it is detected that the accelerator pedal holding state at the predetermined opening is held for the first predetermined time (2 to 3 seconds) based on the output signal of the accelerator pedal opening sensor 41, The execution of constant speed running and inter-vehicle distance control is started with the vehicle speed as the target speed.
The footrest state detection unit 23 of the accelerator pedal reaction force control unit 22 functions as a suspension / resumption switch for constant speed traveling / inter-vehicle distance control, and also functions as a target speed setting switch for constant speed traveling control.

  Here, in the constant speed traveling control, when there is no preceding vehicle within a predetermined distance in the traveling direction of the host vehicle, acceleration / deceleration is performed as necessary so that the actual vehicle speed matches the target speed VT set by the driver. This is a control to perform constant speed traveling by performing control, and the inter-vehicle distance control is to maintain a predetermined inter-vehicle distance with respect to the preceding vehicle when the preceding vehicle exists within a predetermined distance in the traveling direction of the host vehicle. In this case, acceleration / deceleration control is performed as necessary to perform follow-up traveling with respect to the preceding vehicle while not exceeding the target speed VT.

The function of the footrest state detection unit 23 as a constant speed traveling / inter-vehicle distance control interruption / resumption switch and a function as a target speed setting switch during constant speed traveling control will be described in detail.
If the footrest state detection unit 23 detects a state where the footrest state detection unit 23 is not in the footrest position (hereinafter referred to as a non-footrest state) while the constant speed travel / inter-vehicle distance control is being executed, the footrest state detection unit 23 detects the constant speed travel / inter-vehicle distance. A control interruption command signal is output to the speed control unit 21.
If the footrest state is detected again before the duration time of the non-footrest state reaches the second predetermined time (for example, 5 seconds or longer), the footrest state detection unit 23 updates the vehicle speed at that time to the target speed. As described above, the target speed setting update command signal is output to the speed control unit 21, and the constant speed travel / inter-vehicle distance control restart command signal is output to the speed control unit 21. That is, in this case, the constant speed traveling and the inter-vehicle distance control are resumed only by being temporarily interrupted.
On the other hand, when the footrest state detection unit 23 detects that the duration time of the non-footrest state is equal to or longer than the second predetermined time, the footrest state detection unit 23 sends an end command signal for constant speed traveling / inter-vehicle distance control to the speed control unit 21. Output. That is, in this case, the constant speed travel / inter-vehicle distance control is terminated.

  The engine control unit 24 controls output of the engine 2 by controlling the throttle opening and the like, the shift control unit 25 performs shift control of the transmission 3, and the brake control unit 26 controls brake hydraulic pressure and the like to control the brake actuator 7 To control.

  The speed control unit 21 includes a bent part recognition unit 31, an appropriate speed setting unit 32, a comparison unit 33, an operation unit 34, a target speed setting unit 35, an escape target speed setting unit 36, a constant speed traveling / vehicle distance A distance control unit 37 and a driving intention detection unit 38 are provided.

  The bending portion recognition unit 31 acquires the road data stored in the road data storage unit 13, and based on this road data, a bending portion existing on the road as a road shape in the traveling direction of the host vehicle, such as a curve or an intersection, Detect branch points. For example, the bend recognition unit 31 determines the existence of a curve shape, an intersection, or a branch point based on a node that is a basis of road data, that is, a point for grasping a road shape, and a link, that is, a line that connects each node. recognize. Then, for example, a curve shape value including a curve diameter, a curvature and a polarity, a curve length (curve depth), a turning angle required for passing through the curve, and the like is calculated and output to the appropriate speed setting unit 32. In addition, the intersection angle value on the route of the host vehicle at the intersection or branch point is calculated and output to the appropriate speed setting unit 32. The intersection angle means the angle formed by the approach path and the exit path, and the bend recognition unit 31 distinguishes between left turn (θ1) and right turn (θ2) as shown in FIGS. 6 (A) and 6 (B). recognize.

For example, when the bent part is a curve, the appropriate speed setting unit 32 is based on the curve shape value recognized by the bent part recognizing unit 31, and the speed of the vehicle that can pass through this curve properly (appropriate passing speed VS). Is calculated. Then, the appropriate speed setting unit 32 outputs data of the set appropriate passing speed VS to the comparison unit 33.
Here, the appropriate speed setting unit 32 includes a lateral acceleration calculation unit that calculates an acceleration (lateral acceleration) generated in the lateral direction of the vehicle when passing the curve, and the lateral acceleration calculation unit is the bending part recognition unit 31. Based on the shape of the recognized curve, the lateral acceleration allowed when passing through the curve properly is calculated. The appropriate speed setting unit 32 calculates the speed of the vehicle that causes the vehicle to generate this lateral acceleration, and sets this speed as the appropriate passing speed VS.

Note that the lateral acceleration allowed for the vehicle when passing the curve changes depending on the road surface condition, the tire condition, the loading condition, and the like. Therefore, the appropriate passing speed VS may be set in consideration of these factors.
In addition, when there is an ascending or descending slope before the recognized curve shape, an appropriate passing speed VS is set according to the magnitude of the slope.

  In addition, the appropriate speed setting unit 32 can appropriately pass the difference point or the branch point based on the intersection angle value recognized by the bent portion recognition unit 31 when the bent portion is an intersection or a branch point, for example. Speed (appropriate passing speed VS) is calculated. Then, the appropriate speed setting unit 32 outputs data of the set appropriate passing speed VS to the comparison unit 33.

  The appropriate passing speed VS at the intersection or branching point can be calculated based on, for example, the appropriate passing speed map shown in FIG. 7 stored in advance. This appropriate passing speed map includes maps for left turn (θ1) and right turn (θ2), and is set so that the appropriate passing speed VS decreases as the crossing angles θ1 and θ2 increase. Further, at the same intersection angle, the proper passing speed VS at the time of turning left is set smaller than the proper passing speed VS at the time of turning right. This is because when the vehicle is on the left side as in the domestic specification, the turning radius is smaller when turning left than when turning right.

The comparison unit 33 compares the speed (current speed) VP of the host vehicle detected by the vehicle speed sensor 19 of the current position detection unit 11 with the appropriate passing speed VS set by the appropriate speed setting unit 32, and compares the comparison. The result is output to the operating unit 34.
The operation unit 34 controls the operation of the engine control unit 24, the shift control unit 25, and the brake control unit 26 based on the comparison result in the comparison unit 33. For example, when the comparison result in the comparison unit 33 indicates that the current speed VP detected by the vehicle speed sensor 19 is different from the proper passing speed VS set by the appropriate speed setting unit 32, for example, the detected current speed VP of the host vehicle is detected. When the vehicle is not in the proper vehicle state, such as when the vehicle is higher than the appropriate passing speed VS, the alarm device is activated to alert the driver, or the brake actuator 7 is connected via the brake control unit 26. Operate to automatically decelerate.

  The timing of operating the safety device including the alarm device and the brake actuator 7 in the operating unit 34 is appropriately passed from the current speed VP until the own vehicle reaches the entrance position of the curve recognized by the bending unit recognizing unit 31. It is set based on the time or distance required for deceleration at a predetermined deceleration to the speed VS.

The target speed setting unit 35 is based on the target speed setting update command signal input from the accelerator pedal reaction force control unit 22 and the current speed VP of the host vehicle detected by the vehicle speed sensor 19. The target speed VT for performing the constant speed traveling control in the state where the preceding vehicle does not exist within the predetermined distance is set and updated.
For example, as described above, when it is detected that the accelerator pedal holding state at the predetermined opening is held for the first predetermined time (2 to 3 seconds) in the non-automatic running control state, the target speed setting unit 35 sets the current vehicle speed VP of the host vehicle at that time as the target speed VT.
In addition, for example, the driver temporarily interrupts the constant speed traveling / inter-vehicle distance control, puts his or her foot on the accelerator pedal, performs a stepping operation or a stepping back operation, and the interruption time is set to a second predetermined time (for example, 5 seconds or more). If the footrest state detection unit 23 detects the footrest state when returning to the footrest position before reaching, the target speed setting unit 35 updates the current vehicle speed VP of the host vehicle at that time as the target speed VT.

  Thus, the current vehicle speed VP when the footrest state detection unit 23 detects the footrest state (that is, when the state where the accelerator pedal is depressed into the footrest position and held for a certain period of time) is detected as the target speed VT. Since setting and updating are performed, it is possible to prevent the target speed VP from being set and updated when the footrest position is temporarily reached while the accelerator pedal is depressed, and the target speed VP is appropriately set and updated. can do.

The escape target speed setting unit 36 sets an escape target speed VTO for accelerating the host vehicle after passing through a bent part (curve or intersection). The escape target speed setting unit 36 is the latest target speed VT of the constant speed traveling control that was set before the deceleration control accompanying the bending section approach (hereinafter, the target speed VT of the constant speed traveling control before entering the bending section). Or the speed limit information (hereinafter abbreviated to the speed limit VL of the road ahead) stored in the road data storage unit 13 for the road following the escaped bent part is set as the escape target speed VTO.
For example, when the latest target speed VT is equal to or lower than the speed limit VL on the front road, the latest target speed VT is set as the escape target speed VTO, and the latest target speed VT is set to the speed limit VL on the front road. If it is greater than the limit, the speed limit VL on the road ahead is set as the escape target speed VTO.

  The constant speed travel / inter-vehicle distance control unit 37 performs a forward run within a predetermined distance in the traveling direction of the host vehicle when the ACC main switch 42 is in the ON state and the footrest state detection unit 23 detects the footrest state. When the vehicle does not exist, control of, for example, the throttle opening and the brake fluid pressure is performed so as to maintain the target speed VT set by the target speed setting unit 35, and a predetermined distance in the traveling direction of the host vehicle For example, the throttle opening and brake fluid pressure are controlled so as to maintain a predetermined inter-vehicle distance with respect to the preceding vehicle while not exceeding the target speed VT. The vehicle distance is controlled by automatically accelerating or decelerating the vehicle.

  Further, when the constant speed travel / inter-vehicle distance control unit 37 enters the bent portion during the execution of the constant speed travel / inter-vehicle distance control, the current speed VP of the host vehicle is appropriately passed by the appropriate speed setting unit 32. When the speed is higher than the speed VS, automatic deceleration control is performed by controlling, for example, the brake fluid pressure so that the current speed VP detected by the vehicle speed sensor 19 becomes the appropriate passing speed VS.

  Furthermore, the constant speed travel / inter-vehicle distance control unit 37 passes the bent portion during execution of the constant speed travel / inter-vehicle distance control, and the footrest state detection unit 23 detects the footrest state even after the passage (in other words, When the driver's intention to continue constant speed driving and inter-vehicle distance control is detected after exiting the bent portion), the current speed VP detected by the vehicle speed sensor 19 is set by the escape target speed setting unit 36. For example, the throttle opening is controlled so as to achieve the escape target speed VTO, and automatic acceleration control is performed. Hereinafter, this automatic acceleration control is referred to as bending portion escape acceleration control.

Here, the constant speed travel / inter-vehicle distance control unit 37 performs an intervention such as an acceleration / deceleration operation (stepping-up / step-back operation) using an accelerator pedal or a deceleration operation using a brake pedal during execution of the constant-speed travel / inter-vehicle distance control. Operation is possible, and constant speed running and inter-vehicle distance control can be interrupted by removing the foot from the accelerator pedal.
Note that when the ACC main switch 42 is turned off, the constant speed travel / inter-vehicle distance control ends.

The driving intention detection unit 38 detects the presence or absence of the driver's intention to accelerate by detecting, for example, the depression operation of the accelerator pedal by the driver, for example, and detects the depression operation of the brake pedal or the depression operation of the accelerator pedal, for example. In this way, the presence / absence of the driver's intention to decelerate is detected.
The acceleration intention or the deceleration intention detected by the driving intention detection unit 38 is reflected in the speed control at the time of entering the bent portion and the constant speed traveling / inter-vehicle distance control.

For example, when the vehicle's current speed VP detected by the vehicle speed sensor 19 is larger than the appropriate passing speed VS and the driver's intention to decelerate is detected by the driving intention detector 38 when the vehicle enters the bent portion, the operation is performed. The unit 34 corrects downward so as to decrease the proper passing speed VS or corrects upward so as to increase the control deceleration. Further, when the vehicle's current speed VP detected by the vehicle speed sensor 19 is greater than the appropriate passing speed VS and the driver's acceleration intention is detected by the driving intention detection unit 38 when the vehicle enters the bent portion, the operation is performed. The unit 34 corrects upward so as to increase the proper passing speed VS or corrects downward so as to decrease the control deceleration.
The reflection of the driver's willingness to accelerate / decelerate in the speed control when entering the bent portion is executed in the same manner when the vehicle enters the bent portion during the constant speed traveling / inter-vehicle distance control.

  The constant speed travel / inter-vehicle distance control unit 37 decreases the escape target speed VTO when the driver's intention to decelerate is detected by the driving intention detection unit 38 during the execution of the bending portion escape acceleration control described above. Or when the driver's intention to accelerate is detected by the driver's intention to detect acceleration, the driver's intention to accelerate is corrected to increase the escape target speed VTO. The upward correction is made to increase the control acceleration.

In order to execute each control described above, the control device 5 outputs the road data output from the road data storage unit 13, the ON / OFF signal of the ACC main switch 42, and the output corresponding to the vehicle speed detected by the vehicle speed sensor 19. In addition to the signal, an output signal corresponding to the operation amount of the accelerator pedal detected by the accelerator pedal opening sensor 41, an output signal corresponding to the throttle opening detected by the throttle opening sensor 43, and detection by the brake pedal sensor 44 An output signal corresponding to the amount of operation of the brake pedal to be performed, the presence / absence of the preceding vehicle detected by the radar 45, the output signal related to the inter-vehicle distance information and relative speed information between the host vehicle and the preceding vehicle, the brake master pressure sensor 46 An output signal corresponding to the brake master pressure detected by the turn signal sensor 47 Output signals according to the direction change is input.
The speed control unit 21 determines a right / left turn at an intersection based on at least one of the guidance route information of the navigation device 4 and the output signal of the turn signal sensor 47, and executes automatic deceleration control at the time of right / left turn. .

  The radar 45 transmits an electromagnetic wave such as a laser beam or a millimeter wave toward the front in the traveling direction of the host vehicle, and when the transmitted electromagnetic wave is reflected by an object outside the host vehicle (for example, a preceding vehicle). The reflected wave is received, the transmitted electromagnetic wave and the received electromagnetic wave (reflected wave) are mixed to generate a beat signal, and the preceding vehicle is detected based on the bead signal. The distance between the vehicle and the relative speed is calculated.

Next, basic control of constant speed traveling and inter-vehicle distance control will be described with reference to the flowchart of FIG. The basic control of the constant speed traveling / inter-vehicle distance control shown in the flowchart of FIG. 2 is repeatedly executed by the control device 5.
First, in step S01, it is determined whether or not the footrest state detection unit 23 of the accelerator pedal reaction force control unit 22 has detected a footrest state.
When the determination result in step S01 is “NO” (non-footrest state), the driver does not have the intention to execute the constant speed travel / inter-vehicle distance control, and thus the process returns.
If the determination result in step S01 is “YES” (footrest state), the process proceeds to step S02, where it is determined that the driver is willing to execute constant speed traveling and inter-vehicle distance control, and the target speed VT is set. And update.

Next, the process proceeds to step S03, and it is determined based on the output signal of the radar 45 whether or not there is a preceding vehicle within a predetermined distance in the traveling direction of the host vehicle.
If the determination result in step S03 is “YES” (no preceding vehicle), the process proceeds to step S04, and constant speed traveling control based on the target speed VT is executed.
Next, the process proceeds from step S04 to step S05, and it is determined whether or not there is a bent part in the traveling direction of the host vehicle based on the road data in the road data storage unit 13.
If the determination result in step S05 is “NO” (no bend), the process returns.
If the determination result in step S05 is “YES” (there is a bent part), the process proceeds to step S06, the bent part approach deceleration control is executed, and the process returns.

On the other hand, if the determination result in step S03 is “NO” (previous vehicle exists), the process proceeds to step S07, and the inter-vehicle distance from the preceding vehicle is maintained at a predetermined distance while not exceeding the target speed VT. The inter-vehicle distance control is executed.
Next, the process proceeds from step S07 to step S08, and it is determined whether or not there is a bent part in the traveling direction of the host vehicle based on the road data in the road data storage unit 13.
If the determination result in step S08 is “NO” (no bend), the process returns.
If the determination result in step S08 is “YES” (there is a bend), the process proceeds to step S06, the bend part approach deceleration control is executed, and the process returns.

Next, the interruption and resumption control of constant speed traveling / inter-vehicle distance control will be described with reference to the flowchart of FIG. The interruption / resumption control of the constant speed traveling / inter-vehicle distance control shown in the flowchart of FIG.
First, in step S101, it is determined whether constant speed traveling control or inter-vehicle distance control is being executed.
If the determination result in step S101 is “NO” (not executed), the process returns.

If the determination result in step S101 is “YES” (during execution), the process proceeds to step S102 to determine whether or not the footrest state has been released. That is, it is determined whether the footrest state detection unit 23 has changed from a state in which the footrest state is detected to a non-detected state.
If the determination result in step S102 is “NO” (footrest state maintained), the process returns. That is, in this case, since the footrest state is maintained, execution of constant speed traveling control or inter-vehicle distance control is continued.
If the determination result in step S102 is "YES" (footrest state release), the process proceeds to step S103, and the constant speed traveling control or the inter-vehicle distance control that has been executed is interrupted.

Next, the process proceeds from step S103 to step S104, and based on the output signal of the radar 45, it is determined whether or not there is a preceding vehicle within a predetermined distance in the traveling direction of the host vehicle.
If the determination result in step S104 is “YES” (no preceding vehicle), the process proceeds to S105 to determine whether or not the footrest state detection unit 23 has detected the footrest state.
If the determination result in step S105 is “NO” (non-footrest state), the process returns. That is, in this case, since the non-footrest state is maintained, the constant speed traveling control or the inter-vehicle distance control is continuously interrupted.
If the determination result in step S105 is “YES” (footrest state), the process proceeds to step S106, and the current vehicle speed VP at the time when the footrest state is detected is set to the target speed VT. That is, the target speed VT is updated to the current vehicle speed VP.
Next, the process proceeds from step S106 to step S107, the constant speed traveling control based on the target speed VT is resumed, and the process returns.

On the other hand, when the determination result in step S104 is “NO” (previous vehicle exists), the process proceeds to step S108, and it is determined whether the footrest state detection unit 23 has detected the footrest state.
If the determination result in step S108 is “NO” (non-footrest state), the process returns. That is, in this case, since the non-footrest state is maintained, the constant speed traveling control or the inter-vehicle distance control is continuously interrupted.
If the determination result in step S108 is “YES” (footrest state), the process proceeds to step S109 to restart the inter-vehicle distance control that maintains the inter-vehicle distance with the preceding vehicle at a predetermined distance, and returns.

Next, the bending portion approaching deceleration control executed in step S06 of the flowchart shown in FIG. 2 will be described according to the flowchart of FIG.
First, in step S201, road data (for example, a curve shape value) of a bent portion existing in the traveling direction is acquired.
Next, it progresses to step S202 and the appropriate passing speed VS according to this bending part is calculated.
In step S203, the current vehicle speed VP of the host vehicle is compared with the appropriate passing speed VS to determine whether deceleration control is necessary. That is, it is determined whether or not the current vehicle speed VP is greater than the appropriate passing speed VS.
If the determination result in step S203 is “NO” (VP ≦ VS), the deceleration control is not necessary, so the execution of this routine is terminated.

When the determination result in step S203 is “YES” (VP> VS), the process proceeds to step S204, the target deceleration is calculated based on the deviation between the current vehicle speed VP and the appropriate passing speed VS, and the brake control unit 26 The deceleration control corresponding to the deceleration is executed through the like.
Next, the process proceeds from step S204 to step S205, and it is determined whether or not the driving intention detection unit 38 has detected a deceleration intention.
If the determination result in step S205 is “YES” (willing to decelerate), the process proceeds to step S206, where it is corrected downward so as to decrease the proper passing speed VS, or upward so as to increase the control deceleration. Correct or perform both at the same time and proceed to step S207.

On the other hand, when the determination result in step S205 is “NO” (no deceleration intention), the process proceeds to step S208, and it is determined whether or not the driving intention detection unit 38 has detected an acceleration intention.
If the determination result in step S208 is “YES” (acceleration intention is present), the process proceeds to step S209, where the correction is made upward so as to increase the appropriate passing speed VS, or the control deceleration is decreased. Correct or perform both at the same time and proceed to step S207.
Also, if the determination result in step S208 is “NO” (no acceleration will), the process proceeds to step S207.

In step S207, it is determined whether or not the current vehicle speed VP of the host vehicle has reached the appropriate passing speed VS.
If the determination result in step S207 is “NO” (VP> VS), the process returns to step S204 to continue the deceleration control.
If the determination result in step S207 is “YES” (VP ≦ VS), the process proceeds to step S210, the deceleration control is terminated, and the execution of this routine is terminated.

Next, the bending portion escape acceleration control will be described with reference to the flowchart of FIG. The bending portion escape acceleration control shown in the flowchart of FIG. 5 is repeatedly executed by the control device 5.
First, in step S301, it is determined whether constant speed traveling control or inter-vehicle distance control is being executed.
If the determination result in step S301 is “NO” (not executed), the process returns.

If the determination result in step S301 is “YES” (during execution), the process proceeds to step S302 to determine whether or not the bent portion has escaped. That is, it is determined whether or not the current position of the host vehicle has passed the end position of the bent portion in the road data.
If the determination result in step S <b> 302 is “NO” (does not escape the bent portion), the process returns.
If the determination result in step S302 is “YES” (the bent part has escaped), the process proceeds to step S303, and the escape target speed VTO set in the escape target speed setting part 36 is read.

Next, the process proceeds from step S303 to step S304, and the target acceleration is calculated based on the deviation between the current vehicle speed VP and the escape target speed VTO.
Next, the process proceeds from step S304 to step S305, and acceleration control corresponding to the acceleration is executed via the engine control unit 24 and the like.
Next, it progresses to step S306 from step S305, and it is determined whether the driving intention detection part 38 detected the deceleration intention.
If the determination result in step S306 is “YES” (willing to decelerate), the process proceeds to step S307 and the downward correction is made to decrease the escape target speed VTO, or the downward correction is made to reduce the control acceleration. Or both at the same time, and the process proceeds to step S308.

On the other hand, if the determination result in step S306 is “NO” (no deceleration intention), the process proceeds to step S309, where it is determined whether or not the driving intention detection unit 38 has detected an acceleration intention.
If the determination result in step S309 is “YES” (acceleration willing), the process proceeds to step S310, where the upward correction is made to increase the escape target speed VTO, or the upward correction is made to increase the control acceleration. Or both at the same time, and the process proceeds to step S308.
Also, when the determination result in step S309 is “NO” (no acceleration will), the process proceeds to step S308.
In step S308, it is determined whether or not the current vehicle speed VP of the host vehicle has reached the escape target speed VTO.
When the determination result in step S308 is “NO” (VP <VTO), the process returns to step S305 and the acceleration control is continued.
If the determination result in step S308 is “YES” (VP ≧ VTO), the process proceeds to step S311, the acceleration control is terminated, and the execution of this routine is terminated.

  According to the traveling control device 1 of this embodiment, when the automatic deceleration control is performed with the approach to the bent portion during the constant speed traveling control or the inter-vehicle distance control, the footrest continues even after passing the bent portion. When the footrest state is detected by the state detection unit 23 (that is, when the driver's intention to continue the constant speed travel / inter-vehicle distance control is detected), acceleration control is automatically performed after exiting the bent portion. The usability of the travel control device 1 is improved.

  When the target speed VT for the constant speed traveling control before entering the bent portion is equal to or less than the speed limit VL for the road ahead, the escape target speed setting unit 36 sets the target speed VT for the constant speed traveling control before entering the bent portion. Is set as the escape target speed VTO, the vehicle can run at a constant speed at the target speed before exiting the bent portion after exiting the bent portion, and the occupant does not feel uncomfortable with the speed after acceleration. Further, since it is not necessary to reset the target speed after exiting the bent portion, the driver does not feel bothered.

  Further, the escape target speed setting unit 36 sets the speed limit VL for the front road as the target speed VTO for escape when the target speed VT for constant speed traveling control before entering the bent portion is larger than the speed limit VL for the front road. Therefore, it is possible to prevent the vehicle speed from being accelerated beyond the speed limit VL, and to observe the speed limit.

  In addition, when the driver's intention to decelerate is detected by the driving intention detection unit 38 during execution of the bending portion escape acceleration control, the downward correction is made to decrease the escape target speed VTO or the control acceleration is decreased. When the driver's acceleration intention is detected by the driving intention detection unit 38, the upward correction is made to increase the escape target speed VTO or the upper correction is made to increase the control acceleration. The acceleration control according to the user's preference can be corrected, and the usability of the travel control device 1 is improved.

In the above-described embodiment, when the footrest state is continuously detected even after passing through the bent portion, automatic acceleration control is always executed after exiting the bent portion. Absent. For example, automatic acceleration control after exiting a bent portion (speed control based on the escape target speed) only when a switch provided separately from the accelerator pedal (for example, a paddle switch provided on the back side of the steering wheel) is turned on. ) May be executed.
In this way, the driver can select whether or not to execute the automatic acceleration control after escape from the bent portion.

It is a block diagram in the Example of the traveling control apparatus which concerns on this invention. It is a flowchart which shows the basic control of the constant speed driving | running | working and inter-vehicle distance control in the traveling control apparatus of the said Example. It is a flowchart which shows interruption / resume control of constant speed driving | running | working and inter-vehicle distance control in the traveling control apparatus of the said Example. It is a flowchart which shows the bending part approach deceleration control at the time of constant speed driving | running | working and inter-vehicle distance control in the traveling control apparatus of the said Example. It is a flowchart which shows the bending part escape acceleration control at the time of constant speed driving | running | working distance control in the driving control apparatus of the said Example. It is a figure explaining the intersection angle of an intersection or a branch point. It is a figure which shows an example of the appropriate passing speed map in an intersection or a branch point.

Explanation of symbols

1 traveling control device 23 footrest state detection part (footrest state detection means)
31 Bending part recognition part (bending part recognition means)
32 Appropriate speed setting section (appropriate speed setting means)
35 Target speed setting section (target speed setting means)
36 Escape target speed setting section (Escape target speed setting means)
37 Constant-speed traveling and inter-vehicle distance control unit (traveling control means)

Claims (5)

An accelerator pedal with a footrest function by generating a reaction force;
Footrest state detection means for detecting a footrest state in which the accelerator pedal is depressed at a predetermined depression position that balances the reaction force;
Target speed setting means for setting a target speed based on detection of the footrest state by the footrest state detection means;
Bending part recognition means for recognizing a bending part existing in the traveling direction of the host vehicle based on road data;
An appropriate speed setting means for setting an appropriate passing speed capable of appropriately passing through the bent portion based on the shape of the bent portion recognized by the bent portion recognizing means;
Travel control means for performing either constant speed travel control based on the target speed or speed control based on the appropriate passing speed while the footrest state is detected by the footrest state detection means;
In the travel control device comprising:
An escape target speed setting means for setting an escape target speed for accelerating the vehicle after passing through the bent portion;
The travel control means performs speed control based on the escape target speed when the footrest state is continuously detected by the footrest state detection means even after passing through the bent portion. apparatus.   2. The travel control device according to claim 1, wherein the escape target speed setting unit sets the target speed before the deceleration control accompanying the approach to the bent portion as the escape target speed.   The travel control device according to claim 1, wherein the target speed setting means sets the travel speed of the host vehicle when the accelerator pedal is held in the footrest state as the target speed.   The travel control apparatus according to claim 1, wherein the escape target speed setting means sets the escape target speed based on speed limit information stored together with road data.   The travel control device according to claim 1, wherein the execution of the speed control based on the escape target speed is started by an on operation of a switch provided separately from an accelerator pedal.

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