JP2010058547A - Vehicle speed control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle speed control device for setting a target vehicle speed, according to the intention of a driver. <P>SOLUTION: A vehicle speed control device 1 for controlling the vehicle speed of a self-vehicle, based on a target vehicle speed is provided with: a decelerating operation detecting means 12 for detecting the decelerating operation of a driver; a target vehicle speed setting means 34 for setting the target vehicle speed of the self-vehicle, based on the decelerating operation detected by the decelerating operation detection means 12; peripheral object detection means 10, 11, and 32 for detecting an object in the periphery of the self-vehicle. The target vehicle speed setting means 34 is such that it is not to set the target vehicle speed, based on the decelerating operation when any object other than the preceding vehicle in the periphery of the self-vehicle is detected by the peripheral object detection means 10, 11 and 32. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle speed control device that controls the vehicle speed of a host vehicle based on a target vehicle speed.

In the constant speed control, vehicle control (throttle control, brake control, etc.) is performed so that the vehicle speed of the host vehicle becomes the target vehicle speed. In the apparatus described in Patent Document 1, in the constant speed control, when the brake ON is detected, the setting of the target vehicle speed is canceled, and when the brake OFF is detected thereafter, the host vehicle speed at that time is set as the target vehicle speed.
JP 2006-281899 A JP 2004-306690 A

  The driver performs the brake operation in addition to the brake operation for reducing the vehicle speed at the driver's will, and also the saddle brake operation for a vehicle or a pedestrian coming out from a side road or the like. When the vehicle speed decreased in response to such a saddle braking operation is changed to the target vehicle speed, the target vehicle speed is against the driver's intention. In particular, in the case of a vehicle that also performs follow-up control that travels following the preceding vehicle, the target vehicle speed becomes lower than the vehicle speed of the preceding vehicle when the vehicle is changed to a lower target vehicle speed. Therefore, the follow-up control stops and the vehicle moves away from the preceding vehicle, and the driver feels uncomfortable.

  Then, this invention makes it a subject to provide the vehicle speed control apparatus which sets the target vehicle speed according to a driver | operator's intention.

  A vehicle speed control device according to the present invention is a vehicle speed control device that controls the vehicle speed of a host vehicle based on a target vehicle speed, and includes a deceleration operation detection unit that detects a deceleration operation of a driver, and a deceleration detected by the deceleration operation detection unit. Target vehicle speed setting means for setting the target vehicle speed of the own vehicle based on the operation, and peripheral object detection means for detecting an object around the own vehicle. The target vehicle speed setting means is a preceding object around the own vehicle by the peripheral object detection means. When an object other than a vehicle is detected, the target vehicle speed based on the deceleration operation is not set.

  In this vehicle speed control device, the driver's deceleration operation is usually detected by the deceleration operation detecting means, and the target vehicle speed of the host vehicle is set (changed) based on the deceleration operation by the target vehicle speed setting means. In particular, in the vehicle speed control device, an object around the own vehicle is detected by the surrounding object detection means. If there is a surrounding object other than the preceding vehicle, the driver may perform a deceleration operation in order to ensure safety in relation to the object. Such deceleration by the deceleration operation of the kite is not the deceleration intended by the driver, and the driver does not want to travel at this reduced vehicle speed. Therefore, the target vehicle speed setting means does not set the target vehicle speed based on the deceleration operation when there is an object (for example, a pedestrian, bicycle, motorcycle, vehicle) other than the preceding vehicle around the host vehicle. In this way, in the vehicle speed control device, the target vehicle speed is not changed in the case of the deceleration operation of the saddle with respect to the surrounding objects, so that the vehicle according to the driver's will of deceleration without changing the target vehicle speed against the driver's will. The target vehicle speed can be changed according to the deceleration operation.

  In the vehicle speed control device of the present invention, it is preferable that the target vehicle speed setting means does not set the target vehicle speed based on the deceleration operation when an object other than the preceding vehicle around the host vehicle is approaching the host vehicle side. .

  Even when there is a peripheral object other than the preceding vehicle, the driver performs a deceleration operation when the object approaches the vehicle side. Therefore, it can be determined whether the deceleration operation performed by the driver is due to the driver's intention to decelerate or the peripheral object depending on whether or not the surrounding object approaches the vehicle side. Therefore, in this vehicle speed control device, when an object other than the preceding vehicle around the own vehicle is approaching the own vehicle side, the target vehicle speed is not set by the target vehicle speed setting means based on the deceleration operation.

  In the vehicle speed control device of the present invention, the target vehicle speed setting means sets the target vehicle speed based on the deceleration operation when the possibility that an object other than the preceding vehicle around the host vehicle moves to the traveling lane of the host vehicle is greater than or equal to a threshold value. It is preferred not to do so.

  The target vehicle speed setting means of this vehicle speed control device determines whether or not an object other than the preceding vehicle in the vicinity of the own vehicle moves to the traveling lane of the own vehicle or more so that the surrounding object approaches the own vehicle side. Judge whether or not. Then, the target vehicle speed setting means does not set the target vehicle speed based on the deceleration operation when the possibility of moving to the traveling lane of the host vehicle is equal to or greater than the threshold value.

  In the vehicle speed control device of the present invention, it is preferable that the threshold value is set to a larger value as the deceleration operation time detected by the deceleration operation detection means is longer.

  When performing a heel deceleration operation on a peripheral object, the deceleration operation time is shorter than the normal deceleration operation time for performing a normal deceleration. Therefore, in this vehicle speed control device, by setting a larger value as the deceleration operation time is longer as the threshold value, it is difficult to determine that the surrounding object is approaching the vehicle side, and whether or not the deceleration operation is performed on the surrounding object. Improve judgment accuracy.

  In the vehicle speed control device of the present invention, it is preferable that the threshold value is set to a small value when the driver's line-of-sight direction is the direction of an object other than the preceding vehicle around the host vehicle.

  When the driver performs a deceleration operation while looking toward the surrounding object, the deceleration operation is likely to be performed on the surrounding object. Therefore, in this vehicle speed control device, when the driver's line-of-sight direction is the direction of an object other than the preceding vehicle around the own vehicle, a small value is set as a threshold so that the surrounding object approaches the own vehicle side. And the accuracy of determining whether or not the deceleration operation is performed on the surrounding objects is improved.

  In the present invention, the target vehicle speed is not changed in the case of the heel deceleration operation on the surrounding objects, so that the target vehicle speed is not changed against the driver's intention, and the driver according to the deceleration operation according to the driver's intention to decelerate. The target vehicle speed can be changed.

  Embodiments of a vehicle speed control device according to the present invention will be described below with reference to the drawings.

  In the present embodiment, the vehicle speed control device according to the present invention is applied to an ACC [Adaptive Cruise Control] device mounted on a vehicle. In the ACC device according to the present embodiment, when a preceding vehicle exists in front of the host vehicle, follow-up control is performed to follow the preceding vehicle so that the inter-vehicle distance from the preceding vehicle becomes the target inter-vehicle distance. When the vehicle does not exist, constant speed control is performed so that the vehicle speed becomes the target vehicle speed. When there is a preceding vehicle, follow-up control is performed until the vehicle speed of the preceding vehicle reaches the target vehicle speed, but when the vehicle speed of the preceding vehicle exceeds the target vehicle speed, constant speed control based on the target vehicle speed is performed.

  As the target vehicle speed (initial value), the host vehicle speed when the ACC device is activated is set. Further, as the target inter-vehicle distance, one of three distances of long distance, medium distance, and short distance is set by a switch operation by the driver. The target vehicle speed (initial value) and the target inter-vehicle distance may be set by other methods.

  The ACC device 1 according to the present embodiment will be described with reference to FIGS. FIG. 1 is a configuration diagram of an ACC device according to the present embodiment. FIG. 2 is a map showing the relationship between the time to reach the own lane and the possibility of moving to the own lane. FIG. 3 is a map showing the relationship between the brake operation time and the threshold value.

  Normally, when the driver performs a brake operation, the ACC device 1 changes the own vehicle speed when the brake is turned off to the target vehicle speed. In particular, in the ACC device 1, it is estimated that the driver has performed a heel brake operation on a peripheral target (peripheral object) even when the driver performs a brake operation so that the driver does not change to a target vehicle speed that is not intended by the driver. Sometimes the target vehicle speed is not changed. For this purpose, the ACC device 1 includes a millimeter wave radar 10, a camera 11, a brake pedal switch 12, a vehicle speed sensor 13, an engine control ECU [Electronic Control Unit] 20, a brake control ECU 21 and an ACCUCU 30. A unit 31, a surrounding environment recognition unit 32, a brake operation detection unit 33, a target vehicle speed setting unit 34, and a target acceleration calculation unit 35 are configured.

  In the present embodiment, the brake pedal switch 12 corresponds to the deceleration operation detecting means described in the claims, the target vehicle speed setting unit 34 corresponds to the target vehicle speed setting means described in the claims, and The wave radar 10, the camera 11, and the surrounding environment recognition unit 32 correspond to surrounding object detection means described in the claims.

  The millimeter wave radar 10 is a radar for detecting an object using millimeter waves. The millimeter wave radar 10 is attached to the front center of the host vehicle. The millimeter wave radar 10 transmits the millimeter wave forward while scanning the millimeter wave in the left-right direction, and receives the reflected millimeter wave. The millimeter wave radar 10 transmits the millimeter wave transmission / reception information to the ACCUCU 30 as a radar signal.

  The camera 11 is attached in front of the own vehicle (for example, built in a rearview mirror). The camera 11 captures the front of the vehicle and acquires the captured image. The camera 11 transmits the captured image data to the ACCUCU 30 as an image signal. The camera 11 has a wide imaging range in the left-right direction, and can sufficiently capture the white lines on both the left and right sides (a pair) indicating the traveling lane.

  The brake pedal switch 12 is a sensor that detects whether or not a brake pedal (not shown) is depressed (ON / OFF). The brake pedal switch 12 transmits the detected brake ON / OFF information to the ACC ECU 30 as a brake pedal signal.

  The vehicle speed sensor 13 is a wheel speed sensor that detects the rotational speed of the wheel. The vehicle speed sensor 13 transmits the rotation speed to the ACC ECU 30 as a vehicle speed signal. The ACC ECU 30 calculates the vehicle speed from the rotational speed of the wheels. The vehicle speed sensor may be a vehicle speed sensor other than the wheel speed sensor.

  The engine control ECU 20 is a control device that controls the engine (and thus the driving force). The engine control ECU 20 sets a target acceleration based on an accelerator operation by the driver. Then, the engine control ECU 20 sets a target opening of the throttle valve necessary for achieving the target acceleration, and transmits the target opening as a target throttle opening signal to a throttle actuator (not shown). In particular, when the engine control ECU 20 receives an engine control signal from the ACC ECU 30, the engine control ECU 20 transmits a target throttle opening signal for achieving the target acceleration indicated by the engine control signal to the throttle actuator.

  The throttle actuator is an actuator that adjusts the opening of a throttle valve (not shown). The throttle actuator operates according to a target throttle opening signal from the engine control ECU 20, and adjusts the opening of the throttle valve. When the target throttle opening is reached, the host vehicle has the target acceleration set by the engine control ECU 20 and the target vehicle speed.

  The brake control ECU 21 is a control device that controls each brake (and thus the braking force). The brake control ECU 21 sets a target deceleration based on a brake operation by the driver. The brake control ECU 21 sets the brake hydraulic pressure of each wheel cylinder (not shown) necessary for achieving the target deceleration, and uses the brake hydraulic pressure as a target hydraulic pressure signal to the brake actuator (not shown). Send. In particular, when the brake control ECU 21 receives a brake control signal from the ACC ECU 30, the brake control ECU 21 transmits a target hydraulic pressure signal for achieving the target deceleration indicated by the brake control signal to the brake actuator.

  The brake actuator is an actuator that adjusts the brake hydraulic pressure of the wheel cylinder of each wheel. The brake actuator operates according to a target hydraulic pressure signal from the brake control ECU 21 and adjusts the brake hydraulic pressure of the wheel cylinder. When the target hydraulic pressure is reached, the host vehicle has the target deceleration set by the brake control ECU 21 and the target vehicle speed.

  The ACC ECU 30 is an electronic control unit including a CPU [Central Processing Unit], a ROM [Read Only Memory], a RAM [Random Access Memory], and the like, and comprehensively controls the ACC device 1. In the ACC ECU 30, an application program stored in the ROM is loaded into the RAM and executed by the CPU, whereby the preceding vehicle recognition unit 31, the surrounding environment recognition unit 32, the brake operation detection unit 33, the target vehicle speed setting unit 34, the target acceleration calculation The unit 35 is configured. The ACC ECU 30 takes in various signals from the various sensors 10 to 13 and performs the processes of the units 31 to 35 based on the various signals. The ACC ECU 30 sets a target acceleration and transmits a control signal to the engine control ECU 20 and the brake control ECU 21 based on the target acceleration. The target acceleration is expressed as a plus / minus value. When the value is positive, the acceleration is controlled by the target acceleration (driving force control). When the value is negative, the acceleration is controlled by the target deceleration (braking force control). is there.

  The preceding vehicle recognition unit 31 determines the presence or absence of a vehicle (preceding vehicle) traveling in front of the own vehicle based on millimeter wave transmission / reception information from the millimeter wave radar 10 at regular time intervals. At this time, the traveling direction of the own vehicle is estimated from the steering angle, the yaw rate, etc., and the presence / absence of the preceding vehicle is determined in consideration of the traveling direction of the own vehicle. When there is a preceding vehicle, the preceding vehicle recognition unit 31 calculates the distance between the host vehicle and the preceding vehicle, the relative speed, the lateral position, and the like based on the millimeter wave transmission / reception information.

  In the surrounding environment recognition unit 32, peripheral targets other than the preceding vehicle recognized by the preceding vehicle recognition unit 31 based on the millimeter wave transmission / reception information from the millimeter wave radar 10 and the captured image from the camera 11 at regular time intervals ( For example, the presence or absence of a pedestrian, a bicycle, a motorcycle, or a vehicle is determined. When surrounding targets other than the preceding vehicle exist, the surrounding environment recognition unit 32 determines the distance between the vehicle and the surrounding target, the relative speed, based on the millimeter wave transmission / reception information and the captured image, for each surrounding target. Calculate lateral position, direction of travel, etc.

  In addition, the surrounding environment recognition unit 32 recognizes a pair of white lines indicating the lane in which the host vehicle is traveling based on the captured image from the camera 11 at regular time intervals. As this recognition method, a conventional method is applied, for example, edge detection is used. In the surrounding environment recognition unit 32, the position, lane width, line passing through the center (that is, the center of the lane), center radius (curve radius R) and road curvature γ (= 1 / R) from the pair of recognized white lines. And so on.

  In the brake operation detection unit 33, at a predetermined time, based on the brake ON / OFF information from the brake pedal switch 12, when the depression is released from the state where the brake pedal is depressed (from brake ON to brake OFF). ) Is detected. Further, the brake operation detection unit 33 detects the time (brake operation time) during which the brake pedal is depressed (the brake is ON) based on the brake ON / OFF information.

  In the target vehicle speed setting unit 34, when the brake operation detection unit 33 detects the time point when the brake is switched from the brake ON to the brake OFF, the target vehicle speed setting unit 34 determines whether the peripheral environment recognition unit 32 detects a peripheral target other than the preceding vehicle. . When the peripheral target other than the preceding vehicle is detected, the target vehicle speed setting unit 34 for each peripheral target, the lateral position, speed, traveling direction and self-direction of the peripheral target obtained by the peripheral environment recognition unit 32. Based on the information on the driving lane (white line) of the vehicle, the time until the surrounding target reaches the traveling lane of the own vehicle is calculated. It is determined that the shorter the time, the higher the possibility that the surrounding target moves to the traveling lane of the own vehicle.

  FIG. 2 shows a map that defines the relationship between the time (seconds) until the surrounding target reaches the own lane and the possibility (%) that the surrounding target moves to the own lane. Such a relationship is set in advance by an experiment or the like in consideration of the presence or absence of the brake operation by the driver with respect to the peripheral target and the timing of the brake operation. The higher the possibility that a peripheral target coming out of a side road will move to the own lane, the higher the possibility that the driver will perform a brake operation on the eaves in order to ensure safety with the peripheral target. Therefore, when the driver performs a brake operation when the possibility that the peripheral target moves to the own lane is higher than a certain level, it can be estimated that the brake operation is a saddle brake operation on the peripheral target.

  Therefore, the target vehicle speed setting unit 34 refers to the above map and extracts the possibility that the peripheral target moves to the own lane according to the time until the peripheral target reaches the own lane. Then, the target vehicle speed setting unit 34 determines whether or not the possibility that the peripheral target moves to the own lane is greater than or equal to a threshold value (reference value) (%). This threshold value (reference value) (%) is set in advance by experiments or the like.

  In addition, it is considered that the brake operation time of the kite for the peripheral target is shorter than the normal brake operation for deceleration. Therefore, the brake operation time may be detected, and the threshold value may be changed according to the brake operation time. FIG. 3 shows an example of a map that defines the relationship between the brake operation time and the threshold value. In this map, when the brake operation time is α (seconds) or less, the above threshold value (reference value) (%) is set, and the threshold value is increased to 100 (%) as time increases from α (seconds) to β (seconds). The threshold value is fixed to 100 (%) when it is increased and becomes longer than β (seconds). The longer the brake operation time is, the higher the possibility that it is not a saddle brake operation with respect to the surrounding target, so the threshold is increased to make it difficult to determine that the surrounding target moves to the own lane. These α and β (seconds) are set in advance by experiments or the like.

  In addition, when the driver performs a brake operation while looking toward the surrounding target, the brake operation is highly likely to be a saddle brake operation on a peripheral object. Therefore, the driver's line of sight may be detected, and the threshold (%) may be changed from the reference value to a smaller value when the line of sight direction is the direction of the peripheral target. As a result, when the driver is facing the direction of the surrounding target, there is a high possibility that it is a saddle brake operation on the surrounding target, so it is easy to determine that the surrounding target moves to the own lane by reducing the threshold value. To do.

  If the possibility of moving to the own lane is greater than or equal to the threshold, it is determined that the surrounding target moves to the own lane, and it is estimated that the brake operation performed by the driver is directed to the surrounding target (not the braking operation intended to decelerate) . Then, the target vehicle speed setting unit 34 holds the target vehicle speed set so far.

  When the possibility of moving to the own lane is less than the threshold value or when there is no surrounding target, it is estimated that the brake operation performed by the driver is a brake operation according to the will of deceleration. Then, the target vehicle speed setting unit 34 resets the own vehicle speed when the brake is turned off as the target vehicle speed.

  The target acceleration calculation unit 35 determines whether there is a preceding vehicle using the preceding vehicle presence / absence information detected by the preceding vehicle recognition unit 31. Furthermore, when there is a preceding vehicle, the target acceleration calculation unit 35 determines whether the vehicle speed of the preceding vehicle exceeds the target vehicle speed using the relative speed of the preceding vehicle.

  When the preceding vehicle does not exist or when the preceding vehicle exceeds the target vehicle speed even when the preceding vehicle exists, the target acceleration calculation unit 35, based on the difference between the own vehicle speed and the target vehicle speed at regular intervals, A target addition / subtraction degree required for the host vehicle speed to become the target vehicle speed is calculated. When the target addition / subtraction degree is a positive value, the target acceleration calculation unit 35 sets the target acceleration and transmits the target acceleration to the engine control ECU 20 as an engine control signal. When the target acceleration / deceleration is a negative value, the target acceleration calculating unit 35 sets a target deceleration and transmits the target deceleration to the brake control ECU 21 as a brake control signal.

  When there is a preceding vehicle (particularly when the vehicle speed of the preceding vehicle is equal to or lower than the target vehicle speed), the target acceleration calculation unit 35 uses the inter-vehicle distance from the preceding vehicle obtained by the preceding vehicle recognition unit 31 at regular intervals. Based on the difference between the inter-vehicle distance from the preceding vehicle and the target inter-vehicle distance, the target acceleration necessary for the inter-vehicle distance from the preceding vehicle to become the target inter-vehicle distance is calculated. When the target acceleration is a positive value, the target acceleration calculation unit 35 sets the target acceleration and transmits the target acceleration to the engine control ECU 20 as an engine control signal. When the target acceleration is a negative value, the target acceleration calculation unit 35 sets a target deceleration and transmits the target deceleration to the brake control ECU 21 as a brake control signal.

  In the case of the example shown in FIG. 4, there is no preceding vehicle in front of the host vehicle MV, and there is no other vehicle coming out from the side road SR. In this case, as shown in FIG. 5A, the driver depresses the brake pedal between t1 (brake ON) and t2 (brake OFF), and the vehicle speed is reduced from V1 to V2. As shown in (b), the target vehicle speed is changed to the own vehicle speed V2 at the time of t2 (brake OFF).

  In the case of the example shown in FIG. 6, the preceding vehicle FV exists in front of the own vehicle MV, and the other vehicle OV comes out from the side road SR to the own lane. In this case, as shown in FIG. 7A, the driver depresses the brake pedal between t1 (brake ON) and t2 (brake OFF), and the own vehicle speed is reduced from V1 to V2. It is determined that the saddle brake operation is performed with respect to OV, and the target vehicle speed is maintained at V1 as shown in FIG. Therefore, the own vehicle MV travels following the preceding vehicle FV within the target vehicle speed V1. Incidentally, in the conventional apparatus, since the target vehicle speed is changed to the own vehicle speed V2 at the time of t2 (brake OFF), the target vehicle speed becomes lower than the vehicle speed of the preceding vehicle FV. Therefore, the following control is switched to the constant speed control based on the lower target vehicle speed, and the own vehicle MV cannot follow the preceding vehicle FV. Therefore, the driver needs an operation for increasing the target vehicle speed.

  The operation in the ACC device 1 will be described with reference to FIGS. In particular, the processing of the target vehicle speed setting unit 34 of the ACC ECU 30 will be described with reference to the flowchart of FIG. FIG. 8 is a flowchart showing the flow of processing in the target vehicle speed setting unit of the ACC ECU shown in FIG.

  The millimeter wave radar 10 transmits and receives millimeter waves, and transmits the transmitted and received information to the ACCU ECU 30 as radar signals. The camera 11 images the front of the vehicle and transmits the image information to the ACC ECU 30 as an image signal. The brake pedal switch 12 detects ON / OFF of the brake, and transmits the detected ON / OFF information to the ACC ECU 30 as a brake pedal signal. The vehicle speed sensor 13 detects the rotation speed of the wheel and transmits the rotation speed to the ACC ECU 30 as a vehicle speed signal.

  The ACC ECU 30 receives various signals from the sensors 10, 11, 12, and 13 at regular intervals. The ACC ECU 30 determines the presence or absence of a preceding vehicle based on the radar signal, and calculates the inter-vehicle distance and relative speed of the preceding vehicle if there is a preceding vehicle. In addition, the ACCU ECU 30 determines the presence / absence of a peripheral target other than the preceding vehicle based on the radar signal and the image signal, and calculates a lateral position, a relative speed, a traveling direction, and the like of the target when a peripheral target exists. To do. In addition, the ACC ECU 30 detects information on the own lane (a pair of white lines) based on the image signal. Further, the ACC ECU 30 calculates the vehicle speed and the like based on the vehicle speed signal.

  Based on the brake pedal signal, the ACC ECU 30 detects a time point when the brake is switched from the brake ON to the brake OFF according to the brake operation by the driver (S1). When this switching time is detected, the ACC ECU 30 determines whether or not the brake operation by the driver is a saddle brake operation on the surrounding target based on the information on the surrounding target other than the preceding vehicle and the information on the own lane. (Specifically, it is determined whether or not the possibility that the surrounding target moves to the own lane is greater than or equal to a threshold value) (S2).

  If it is determined in S2 that the brake operation by the driver is not a saddle brake operation with respect to the surrounding target, the ACC ECU 30 changes the target vehicle speed to the own vehicle speed at the time of brake OFF (S3). On the other hand, if it is determined in S2 that the brake operation by the driver is a saddle brake operation on the peripheral target, the ACC ECU 30 maintains the currently set target vehicle speed (S4).

  When there is a preceding vehicle having a vehicle speed equal to or lower than the target vehicle speed, the ACC ECU 30 calculates the target acceleration necessary for the inter-vehicle distance from the preceding vehicle to be the target inter-vehicle distance at regular intervals by the follow-up control. When the target acceleration is a positive value, the ACC ECU 30 transmits an engine control signal indicating the target acceleration to the engine control ECU 20. When this engine control signal is received, the engine control ECU 20 transmits a target throttle opening signal for achieving the target acceleration indicated by the engine control signal to the throttle actuator. When the target throttle opening signal is received, the throttle actuator operates in accordance with the target throttle opening signal to adjust the throttle valve opening. When the target throttle opening is reached, the vehicle becomes the target acceleration and the target vehicle speed. When the target acceleration is a negative value, the ACC ECU 30 transmits a brake control signal indicating the target deceleration to the brake control ECU 21. When this brake control signal is received, the brake control ECU 21 transmits a target hydraulic pressure signal for achieving the target deceleration indicated by the brake control signal to the brake actuator. When receiving the target hydraulic pressure signal, the brake actuator operates according to the target hydraulic pressure signal to adjust the brake hydraulic pressure of the wheel cylinder. When the target hydraulic pressure is reached, the target vehicle speed is reduced to the target vehicle speed. As a result, the own vehicle is adjusted so that the inter-vehicle distance from the preceding vehicle becomes the target inter-vehicle distance.

  When there is no preceding vehicle or there is a preceding vehicle that is traveling at a vehicle speed that exceeds the target vehicle speed, the ACC ECU 30 sets the target acceleration necessary for the host vehicle speed to become the target vehicle speed at regular intervals by constant speed control. Calculate. Based on this target acceleration, the ACC ECU 30, the engine control ECU 20 (throttle actuator, throttle valve), and the brake control ECU 21 (brake actuator, wheel cylinder) perform the same operation as the follow-up control described above. Thus, the host vehicle is adjusted so that the host vehicle speed becomes the target vehicle speed.

  According to this ACC device 1, since the target vehicle speed is not changed when the brake operation performed by the driver is a saddle brake operation with respect to the surrounding target, the target vehicle speed is not changed against the driver's will, The target vehicle speed can be changed only in accordance with the brake operation according to the driver's willingness to decelerate.

  In particular, the ACC device 1 obtains the possibility that the surrounding target moves to the own lane, and determines whether the possibility is greater than or equal to a threshold value, thereby determining whether or not the saddle brake operation is performed on the surrounding target with high accuracy. Can be judged. Furthermore, in the ACC device 1, by changing the threshold value used for the determination in accordance with the brake operation time and the driver's line-of-sight direction, it is possible to further improve the determination accuracy as to whether or not it is a saddle brake operation on a peripheral target. .

  As mentioned above, although embodiment which concerns on this invention was described, this invention is implemented in various forms, without being limited to the said embodiment.

  For example, in this embodiment, the present invention is applied to the ACC device that performs the tracking control and the constant speed control. However, the present embodiment may be applied to a device that performs only the constant speed control or a device that performs only the tracking control (inter-vehicle distance control). You may apply to the other vehicle speed control apparatus which uses a vehicle speed.

  In this embodiment, the millimeter wave radar is applied to detect the preceding vehicle, but other radars such as a laser radar or other detection means such as a stereo camera may be applied. Further, although the millimeter wave radar and the camera are applied to detect the peripheral target, other detection means may be applied.

  In this embodiment, a plurality of ECUs are provided, and the engine control and the brake control are performed using the engine control ECU and the brake control ECU. However, the engine control and the brake control may be directly performed by the ACC ECU. .

  Further, in the present embodiment, it is configured to determine whether or not it is a saddle brake operation with respect to the peripheral target based on the possibility that the peripheral target other than the preceding vehicle moves to the own lane (time to reach the own lane). However, it may be determined whether or not it is a saddle brake operation with respect to the surrounding target by other methods such as the possibility of approach to the host vehicle itself.

It is a block diagram of the ACC apparatus which concerns on this Embodiment. It is a map which shows the relationship between the time to the own lane arrival, and the possibility of moving to the own lane. It is a map which shows the relationship between brake operation time and a threshold value. It is a figure which shows an example of the surrounding environment of the front side of the own vehicle. FIG. 5 is a diagram showing setting of a target vehicle speed based on a driver's brake operation in the surrounding environment shown in FIG. 4, (a) is a graph showing a time change of the own vehicle speed, and (b) shows a time change of the target vehicle speed. It is a graph. It is a figure which shows the other example of the surrounding environment of the front side of the own vehicle. FIG. 7 is a diagram showing setting of a target vehicle speed based on a driver's brake operation in the surrounding environment shown in FIG. 6, (a) is a graph showing a time change of the own vehicle speed, and (b) shows a time change of the target vehicle speed. It is a graph. It is a flowchart which shows the flow of the process in the target vehicle speed setting part of ACC ECU of FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... ACC apparatus, 10 ... Millimeter wave radar, 11 ... Camera, 12 ... Brake pedal switch, 13 ... Vehicle speed sensor, 20 ... Engine control ECU, 21 ... Brake control ECU, 30 ... ACC ECU, 31 ... Prior vehicle recognition part, 32 ... Ambient environment recognition unit, 33 ... Brake operation detection unit, 34 ... Target vehicle speed setting unit, 35 ... Target acceleration calculation unit

Claims (5)

A vehicle speed control device that controls the vehicle speed of the host vehicle based on a target vehicle speed,
A deceleration operation detecting means for detecting a driver's deceleration operation;
Target vehicle speed setting means for setting a target vehicle speed of the host vehicle based on the deceleration operation detected by the deceleration operation detection means;
A surrounding object detection means for detecting an object around the vehicle,
The target vehicle speed setting unit does not set a target vehicle speed based on a deceleration operation when the peripheral object detection unit detects an object other than a preceding vehicle around the host vehicle.   2. The vehicle speed according to claim 1, wherein the target vehicle speed setting unit does not set the target vehicle speed based on a deceleration operation when an object other than a preceding vehicle around the host vehicle is approaching the host vehicle side. Control device.   The target vehicle speed setting means does not set a target vehicle speed based on a deceleration operation when the possibility that an object other than a preceding vehicle around the host vehicle moves to the traveling lane of the host vehicle is equal to or greater than a threshold value. Item 3. A vehicle speed control device according to Item 2.   4. The vehicle speed control device according to claim 3, wherein the threshold value is set to a larger value as the deceleration operation time detected by the deceleration operation detection means is longer.   5. The vehicle speed control device according to claim 3, wherein the threshold value is set to a small value when the driver's line-of-sight direction is a direction of an object other than a preceding vehicle around the host vehicle.

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