JP2011000935A - Speed control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To further prevent the occurrence of troublesomeness of operation and the difficulty of performing the operation for a driver, when reducing a vehicle speed toward an objective vehicle speed.SOLUTION: This speed control device has a manual switch 7 for outputting a manual switch signal of indicting the fact of being switched to an ON state by receiving operation input from the driver of a vehicle, a set vehicle speed determining part 11 for calculating a newly set vehicle speed of subtracting a speed of a predetermined quantity from a present set vehicle speed in response to the manual switch signal, a target speed calculating part 12 for calculating a target speed to be successively taken for transferring to the newly set vehicle speed from the present set vehicle speed by spending a specific time, and a request deceleration calculating part 13 for calculating request deceleration being deceleration required for realizing the target speed based of a difference between the target speed and a present vehicle speed. One's own vehicle speed is adjusted to the newly set vehicle speed by successively decelerating at deceleration according to the successively calculated request deceleration.

Description

  The present invention relates to a vehicle speed control device that performs deceleration by operating a switch.

  2. Description of the Related Art Conventionally, brake devices that generate deceleration and decelerate a vehicle are known. For example, as a brake device, a device that generates a deceleration according to the depressing force of a brake pedal to decelerate the vehicle is generally used. However, in recent years, various other brake devices have been used for vehicles. It is coming.

  For example, Patent Document 1 discloses that when braking in an electric vehicle, regenerative braking that uses rotational resistance during power generation of an electric motor as braking force is used in combination, so that regenerative braking force by regenerative braking and mechanical brake by a mechanical brake device are used. A regenerative braking combined brake device is disclosed in which a required braking force can be obtained by a force.

  Patent Document 2 discloses a brake that not only generates a deceleration according to the depressing force of a brake pedal, but also generates a deceleration according to an operation amount of a manual brake means (manual brake switch) provided on a steering wheel. An apparatus is disclosed.

  Further, in Patent Document 3, in the automatic drive in which the throttle opening is automatically controlled to drive the vehicle at the set vehicle speed, the period during which the manual switch called the coast (deceleration) switch is on is the previous set vehicle speed. A vehicle constant speed traveling device is disclosed that reduces the set vehicle speed by gradually decreasing the vehicle speed regardless of the speed and storing the vehicle speed at the end of the operation as a new set vehicle speed.

Japanese Patent No. 3189702 JP 2001-80479 A Japanese Patent Publication No. 3-21374

  However, in a general brake device that generates a deceleration according to the depression force of the brake pedal and decelerates the vehicle, the magnitude of the deceleration is determined by the magnitude of the depression force of the brake pedal. The driver decelerates while adjusting the pedaling force while looking at the vehicle, which is troublesome for the driver.

  For example, when the vehicle speed is greatly changed toward the target vehicle speed, such as when decelerating from 100 km / h to 60 km / h when changing the lane from the main highway to an interchange, the driver must watch the speedometer frequently. Since the vehicle decelerates while adjusting the pedal effort, the operation is particularly troublesome.

  In addition, when there is a speed limit sign such as 20 km / h on a hairpin curve on a mountain road or the like, the driver frequently uses a speedometer when the vehicle speed needs to be greatly changed toward the target vehicle speed. The driver decelerates while adjusting the pedaling force while watching, which makes the operation particularly troublesome for the driver. Also, if the driver decelerates while adjusting the pedaling force without looking at the speedometer to avoid annoyance, the driver will slow down and enter the hairpin curve at an overspeed, and hurry to step on the brake pedal. It may be necessary to increase, and it is difficult for the driver to operate.

  Such troublesomeness and difficulty of operation are particularly prominent problems for beginners and elderly people who cannot operate the brake pedal well, and are caused by such troublesomeness and difficulty of operation. As a result, driving beginners and elderly people may not be able to control the vehicle well, leading to accidents.

  Further, in the technique disclosed in Patent Document 1, although deceleration is generated by regenerative braking, there is no change in the magnitude of the deceleration depending on the depressing force of the brake pedal. In order to reduce the vehicle speed toward the target vehicle speed, it is necessary for the driver to decelerate while adjusting the pedaling force while frequently watching the speedometer. Therefore, even with the technique disclosed in Patent Document 1, when the vehicle speed is decreased toward the target vehicle speed, there is a problem that the driver is bothered and difficult to operate.

  Furthermore, in the technique disclosed in Patent Document 2, since the magnitude of the deceleration is determined according to the pressure of pressing the manual brake switch that is a pressure-sensitive switch, the magnitude of the deceleration is determined according to the depression force of the brake pedal. Similarly to the above, when the vehicle speed is decreased toward the target vehicle speed, it is necessary for the driver to decelerate while adjusting the pressing force of the manual brake switch while frequently watching the speedometer. Therefore, even with the technique disclosed in Patent Document 2, when the vehicle speed is reduced toward the target vehicle speed, there is a problem that the driver is bothered and difficult to operate.

  In the technique disclosed in Patent Document 3, since the vehicle speed is gradually reduced according to the time for which the coast switch is kept pressed, the target vehicle speed is determined similarly to the case where the magnitude of the deceleration is determined according to the depression force of the brake pedal. When the vehicle speed is decreased toward the vehicle, it is necessary for the driver to decelerate by timing the operation of the coast switch while frequently watching the speedometer. Therefore, even with the technique disclosed in Patent Document 3, when the vehicle speed is reduced toward the target vehicle speed, there is a problem that the driver is bothered and difficult to operate.

  The present invention has been made in view of the above-mentioned conventional problems, and its purpose is to make the driver more cumbersome and difficult to operate when the vehicle speed is reduced toward the target vehicle speed. An object of the present invention is to provide a vehicle speed control device that can be made difficult to occur.

  According to the vehicle speed control apparatus of claim 1, the new setting is obtained by subtracting a predetermined amount of speed from the current set vehicle speed in accordance with a signal output from the manual switch and indicating that the state has been switched in response to the operation input. Since the vehicle speed is determined, the driver can adjust the newly set vehicle speed to the target vehicle speed based on the number of operation inputs of the manual switch without frequently looking at the speedometer.

  According to the configuration of claim 1, the target speed that should be taken sequentially to shift from the current set vehicle speed to the new set vehicle speed over a certain time is calculated, and the difference between the target speed and the current vehicle speed is calculated. In addition, the required deceleration, which is the deceleration required to achieve the target speed, is calculated sequentially, and the vehicle speed is adjusted to the newly set vehicle speed by sequentially decelerating at the deceleration according to this required deceleration. Therefore, it is possible to smoothly decelerate without giving the driver a sense of incongruity, and specify the target vehicle speed via the operation input of the manual switch and actually set the target vehicle speed to the target vehicle speed. Can be adapted to

  And since the target vehicle speed can be specified via the manual switch operation input and the vehicle speed can be actually matched to the target vehicle speed, by repeating the process of providing the target deceleration until now, Unlike a configuration that tries to match the target vehicle speed with the target vehicle speed, the driver does not often look at the speedometer, but only determines the new set vehicle speed based on the number of manual switch operations. The vehicle speed can be actually matched to the target vehicle speed. Therefore, according to the configuration of the first aspect, when the vehicle speed is decreased toward the target vehicle speed, it is possible to make it difficult for the driver to be bothersome and difficult to operate.

  For example, when changing the lane from the main highway to an interchange, the driver frequently looks at the speedometer when changing the vehicle speed to the target vehicle speed, such as when decelerating from 100 km / h to 60 km / h. However, since it is possible to adjust to the target vehicle speed without adjusting the amount of operation of the brake device, it is possible to make it more difficult for the driver to operate.

  In addition, for example, when there is a speed limit sign such as 20 km / h on a hairpin curve on a mountain road or the like, the driver looks at the speedometer when it is necessary to greatly change the vehicle speed toward the target vehicle speed. Even if it matches the target vehicle speed, the speed can be adjusted to the target vehicle speed. Easy to do.

  In addition, because constant speed running control is performed at the new set vehicle speed, it is necessary to operate the accelerator pedal and brake pedal while looking at the speedometer to maintain the target vehicle speed even after reaching the target vehicle speed. There is no. Therefore, also from this point, it is possible to make it difficult for the driver to make the operation bothersome and difficult to operate.

  According to the vehicle speed control apparatus of the second aspect, when the input of the signal output from the manual switch is received a plurality of times within a predetermined time, the input of the signal output from the manual switch is Since the speed that is reduced when it is received in a single time within the time is reduced by the number of times of signal input, it is possible to quickly reach the target speed. Even in this case, the target speed to be taken sequentially to shift from the current set vehicle speed to the new set vehicle speed over a certain time is calculated, and based on the difference between this target speed and the current vehicle speed, By calculating the required deceleration, which is the deceleration required to achieve the target speed, and gradually decelerating at the deceleration according to this required deceleration, the vehicle speed is adjusted to the new set vehicle speed. Therefore, even when the target speed is reached quickly, it is possible to smoothly decelerate without causing the driver to feel uncomfortable.

  Further, according to the vehicle speed control device of the third aspect, since the new set vehicle speed is displayed at a position where the driver can visually recognize, the new set vehicle speed set by operating the manual switch matches the speed intended by the driver. It becomes possible to confirm whether or not to do.

  According to the vehicle speed control apparatus of the fourth aspect, the road surface gradient is calculated based on the difference between the current vehicle deceleration detected by the deceleration detecting means and the required deceleration calculated by the required deceleration calculating means. Since it can be estimated, based on the estimated road surface gradient, it is possible to make corrections to reduce the influence of the road surface gradient (that is, disturbance such as a change in the road surface) in a device related to the behavior of the vehicle. .

  Further, according to the vehicle speed control device of the fifth aspect, since the time (a certain time) for shifting from the current set vehicle speed to the new set vehicle speed is set according to the road surface gradient estimated by the road surface gradient estimation means, By setting the certain time according to the change in the road surface gradient, the required deceleration can be changed according to the road surface gradient. For example, if the road surface has a downward slope and the slope becomes steep in the middle, the downward slope will suddenly increase even though the driver has been traveling at the speed intended by the driver. As a result, the speed increases, which may make the driver feel dangerous. However, according to the configuration of claim 5, even when the downward gradient becomes steep in the middle, this road surface gradient is estimated, and a deceleration stronger than the deceleration before the downward gradient becomes steep is performed. Therefore, it is possible to travel on the down slope at a speed that makes it difficult for the driver to feel danger without depending on the change in the down slope. Therefore, according to the configuration of claim 5, it is possible to realize more driving comfort.

  According to the vehicle speed control device of claim 6, even when the constant speed traveling control is being performed, if there is a strong request for deceleration of the vehicle by the driver's operation of the brake device, the driver's operation of the brake device is performed. Can be prioritized. For example, when an obstacle suddenly appears forward during constant speed traveling control, the driver can perform the deceleration intended by the driver in a scene of sudden braking by operating the brake device. It becomes possible to realize more driving safety and comfort.

  According to the vehicle speed control apparatus of the seventh aspect, even when the driver repeatedly operates the manual switch and the newly set vehicle speed calculated by the newly set vehicle speed calculating means becomes zero, the current vehicle speed When the vehicle speed is equal to or greater than a predetermined threshold value, the vehicle is not shifted to a stop operation, so that it is possible to prevent an unexpected stop such as a sudden stop when the current vehicle speed is too high to stop the vehicle.

  Further, as in the vehicle speed control device according to the eighth aspect, when the current vehicle speed is less than the predetermined threshold value, the vehicle is stopped when the newly set vehicle speed calculated by the newly set vehicle speed calculating means is 0. It is good also as a mode made to transfer.

  According to the vehicle speed control device of the ninth aspect, when the vehicle is shifted to the stop operation, the information indicating the shift to the vehicle stop operation is displayed at a position where the driver can visually recognize. It becomes possible to confirm whether or not the operation has been shifted to the stop operation by operating the manual switch as intended.

  According to the vehicle speed control apparatus of the tenth aspect, after the vehicle stops, the driver can step on the brake pedal or keep the vehicle stopped such as setting the shift position to the parking position (P). Even if no operation is performed, if the vehicle continues to stop for a certain period of time, the parking brake device of the vehicle is automatically operated to shift to parking, so that it is possible to prevent the vehicle from inadvertently moving forward. Become.

  Further, according to the vehicle speed control device of the eleventh aspect, in a vehicle (for example, a hybrid vehicle, an electric vehicle, etc.) provided with a regenerative braking device that uses the rotational resistance during power generation of the electric motor as the braking force of the vehicle. A reduction obtained by subtracting the deceleration that occurs when the regenerative braking device uses rotational resistance as the vehicle braking force from the deceleration required to achieve the target speed calculated based on the difference between the target speed and the current vehicle speed. The speed is calculated as a required deceleration, and the vehicle speed is adjusted to the newly set vehicle speed by sequentially decelerating at a deceleration according to the required deceleration. Therefore, according to the configuration of claim 11, even in a vehicle equipped with a regenerative braking device, it is possible to smoothly decelerate without giving the driver a sense of incongruity. In addition, the deceleration required to realize the target speed calculated based on the difference between the target speed and the current vehicle speed and the deceleration generated when the rotational resistance is used as the vehicle braking force by the regenerative braking device. By performing arbitration and obtaining the required deceleration to match the set vehicle speed, it is possible to always obtain a stable required deceleration even if there is a change in the braking force on the regenerative braking device side, which makes the driver feel uncomfortable. It is possible to perform deceleration output without any noise.

  According to the vehicle speed control device of the twelfth aspect of the present invention, in accordance with a signal indicating that the brake pedal has been displaced, which is output when the displacement amount of the brake pedal is equal to or greater than a predetermined reference amount, A new set vehicle speed is determined by subtracting a specified amount of speed from the set vehicle speed, so the driver can check the new speed based on the number of times the brake pedal is depressed more than the specified reference amount without looking at the speedometer. It becomes possible to match the set vehicle speed with the target vehicle speed.

  According to the twelfth aspect of the present invention, the target speed to be taken sequentially to shift from the set current vehicle speed over a predetermined time to the new set vehicle speed is calculated, and the difference between the target speed and the current vehicle speed is calculated. In addition, the required deceleration, which is the deceleration required to achieve the target speed, is calculated sequentially, and the vehicle speed is set to the newly set vehicle speed by sequentially decelerating at a deceleration according to this required deceleration. Therefore, in the same way as in the configuration of claim 1, it is possible to make the driver less troublesome and difficult to operate when the vehicle speed is reduced toward the target vehicle speed. .

  According to the vehicle speed control device of the thirteenth aspect, in a vehicle having a hydraulic brake device, the brake hydraulic pressure that is output when the brake hydraulic pressure is greater than or equal to a predetermined reference amount is greater than or equal to the predetermined reference amount. The new set vehicle speed is determined by subtracting the specified amount of speed from the current set vehicle speed according to the signal indicating that the vehicle has been Based on the number of times the brake pedal is depressed, the newly set vehicle speed can be adjusted to the target vehicle speed.

  According to the structure of the thirteenth aspect, the target speed to be taken sequentially to shift from the current set vehicle speed to the new set vehicle speed over a certain time is calculated, and the difference between the target speed and the current vehicle speed is calculated. In addition, the required deceleration, which is the deceleration required to achieve the target speed, is calculated sequentially, and the vehicle speed is set to the newly set vehicle speed by sequentially decelerating at a deceleration according to this required deceleration. Therefore, in the same way as in the configuration of claim 1, it is possible to make the driver less troublesome and difficult to operate when the vehicle speed is reduced toward the target vehicle speed. .

  Further, according to the vehicle speed control device of the fourteenth aspect, the in-vehicle navigation device holds when the signal indicating that the state has been switched in response to the operation input, which is output from the manual switch, is received. The speed indicated by the information on the speed limit of the road on which the vehicle is running is determined as the newly set vehicle speed, so that the driver can simply enter the manual switch operation input without looking at the speedometer. It is possible to match the set vehicle speed to the speed limit (that is, the target vehicle speed) of the road that is running.

  And according to the structure of Claim 14, the target speed which should be taken sequentially in order to transfer to this new setting vehicle speed from the present setting vehicle speed over a fixed time is calculated, and the difference between this target speed and the current vehicle speed is also calculated. In addition, the required deceleration, which is the deceleration required to achieve the target speed, is calculated sequentially, and the vehicle speed is set to the newly set vehicle speed by sequentially decelerating at a deceleration according to this required deceleration. Therefore, in the same way as in the configuration of claim 1, it is possible to make the driver less troublesome and difficult to operate when the vehicle speed is reduced toward the target vehicle speed. . According to the configuration of the fourteenth aspect, for example, even when trying to enter a city area with a speed limit of 40 km / h from a suburban road with a speed limit of 60 km / h, there is no need for the driver to perform a troublesome brake pedal operation.

  According to the vehicular speed control device of the fifteenth aspect of the present invention, when a signal indicating that the state has been switched in response to an operation input output from a manual switch is received, At least one of the speed limit information shown on the road sign and the speed limit information shown on the road marking, the speed indicated by the speed limit information obtained by image recognition is determined as the newly set vehicle speed. Therefore, even without looking at the speedometer, the driver can adjust the newly set vehicle speed to the speed limit of the road on which the vehicle is traveling (that is, the target vehicle speed) simply by inputting the operation of the manual switch.

  According to the configuration of the fifteenth aspect, the target speed that should be taken successively to shift from the current set vehicle speed to the new set vehicle speed over a certain time is calculated, and the difference between the target speed and the current vehicle speed is calculated. In addition, the required deceleration, which is the deceleration required to achieve the target speed, is calculated sequentially, and the vehicle speed is set to the newly set vehicle speed by sequentially decelerating at a deceleration according to this required deceleration. Therefore, in the same way as in the configuration of claim 1, it is possible to make the driver less troublesome and difficult to operate when the vehicle speed is reduced toward the target vehicle speed. . According to the configuration of the fifteenth aspect, the driver does not need to perform a troublesome brake pedal operation when trying to enter a city area with a speed limit of 40 km / h from a suburban road with a speed limit of 60 km / h, for example.

2 is a block diagram illustrating a schematic configuration of a constant speed traveling control device 100. FIG. (A) is a figure which shows an example of arrangement | positioning of the manual switch 7, (b) is a perspective view which shows an example of the external shape of the manual switch 7. FIG. (A) is a figure which shows an example of arrangement | positioning of the indicator 9, (b) is a figure which shows an example of the display on the indicator 9. 3 is a functional block diagram schematically showing a configuration related to a set vehicle speed change related process and a stop determination related process of the control device 1. FIG. It is a figure which shows an example of the ON / OFF state of the manual switch 7, the time change of setting vehicle speed and target speed, the time change of the present own vehicle speed, and the time change of request | requirement deceleration. It is a figure which shows an example of the ON / OFF state of the manual switch 7, the time change of setting vehicle speed and target speed, the time change of the present own vehicle speed, and the time change of request | requirement deceleration. It is a graph which shows the relationship between road surface gradient and difference (DELTA) Gx. (A)-(c) is a graph which shows an example of the relationship between road surface gradient and the transition time T_t to set. It is a schematic diagram which shows an example of the running state of the vehicle in a downward slope. It is a figure which shows an example of the relationship between the time change of the present own vehicle speed and target speed, and the time change of an actual deceleration and a request | requirement deceleration. In the stop determination-related processing, the manual switch 7 ON / OFF state, the time change of the set vehicle speed and the target speed, the time change of the current host vehicle speed, and the required deceleration time when not shifting to the stop operation of the host vehicle It is a figure which shows an example of the relationship with a change. When shifting to the stop operation of the host vehicle in the stop determination related process, the ON / OFF state of the manual switch 7, the time change of the set vehicle speed and the target speed, the time change of the current host vehicle speed, and the required deceleration time It is a figure which shows an example of the relationship with a change. An example of the relationship between the ON / OFF state of the manual switch 7, the time change of the set vehicle speed and the target speed, the time change of the current host vehicle speed, and the time change of the operating state of the brake device 6 and the parking brake device 20 is shown. FIG. It is a figure which shows an example of the display on the indicator. It is a figure which shows schematic structure of the constant speed travel control apparatus 100a. (A) is a figure which shows an example of arrangement | positioning of the indicator 9, (b) is a figure which shows an example of the display on the indicator 9. It is a figure which shows schematic structure of the constant speed travel control apparatus 100b. It is a figure which shows typically a part of structure of the brake device 6. FIG. It is a figure which shows the schematic structure of the constant speed travel control apparatus. It is a schematic diagram which shows an example of arbitration with the deceleration required in order to implement | achieve the deceleration by the regenerative braking device 41, and a target speed.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing a schematic configuration of a constant speed traveling control apparatus 100 to which the present invention is applied. A constant speed traveling control device 100 shown in FIG. 1 is mounted on a vehicle having an internal combustion engine as a driving force source, and includes a vehicle speed sensor 2, an acceleration sensor 3, a brake pressure sensor 4, a throttle driver 5, and a brake device 6. , A manual switch 7, a cancel switch 8, a display 9, and a control device 1 connected thereto. The constant speed traveling control device 100 is configured to be able to execute constant speed traveling control based on the set vehicle speed, and to change the set vehicle speed by operating the manual switch 7 during the execution. Hereinafter, a vehicle equipped with the constant speed traveling control device 100 is referred to as a host vehicle.

  The control device 1 is configured as a normal computer, and includes a well-known CPU, ROM, RAM, I / O, and a bus line (all not shown) for connecting these configurations. Based on various signals (that is, various information) input from the vehicle speed sensor 2, the acceleration sensor 3, the brake pressure sensor 4, the manual switch 7, and the cancel switch 8, the control device 1 is configured to maintain an arbitrarily set vehicle speed. Processing related to constant speed traveling control for controlling output and automatic transmission, processing related to change of set vehicle speed during constant speed traveling control (hereinafter referred to as setting vehicle speed change related processing), and stop during constant speed traveling control Processing related to determination (hereinafter referred to as stop determination related processing) and the like are executed.

  The vehicle speed sensor 2 is a sensor that detects the speed of the host vehicle by detecting a signal corresponding to the rotational speed of the wheel of the host vehicle. The acceleration sensor 3 is a sensor that detects an acceleration or a deceleration that is a rate of change in speed per unit time of the host vehicle. Therefore, the vehicle speed sensor 2 corresponds to the vehicle speed detection means in the claims, and the acceleration sensor 3 corresponds to the deceleration detection means in the claims.

  The brake pressure sensor 4 detects the brake hydraulic pressure generated in the brake device 6 when the driver of the host vehicle depresses the brake pedal of the brake device 6. In the brake device 6, the host vehicle is decelerated at a strength corresponding to the brake hydraulic pressure, for example, by generating a braking force by spreading the brake shoe. Further, the throttle driver 5 drives a throttle valve provided in the intake pipe of the internal combustion engine in accordance with an instruction from the control device 1 to adjust its opening. Further, the brake actuator 6a of the brake device 6 adjusts the brake hydraulic pressure in the brake device 6 to an arbitrary pressure by driving the pump motor according to the instruction of the control device 1.

  The manual switch 7 is a switch that is switched to an ON / OFF state in response to an operation input from the driver. When the manual switch 7 is switched to the ON state, a signal indicating that the switch has been switched to the ON state (hereinafter referred to as a manual switch signal). ). The manual switch signal is a signal for starting constant speed traveling control or changing the set vehicle speed of the host vehicle during constant speed traveling control. Specifically, when the driver inputs an operation to the manual switch 7 when the own vehicle is not under the constant speed running control, the control device 1 receives the manual switch signal input from the manual switch 7 and determines it. Speed running control is started. In addition, when the constant speed traveling control is started by the control device 1, when the driver inputs an operation to the manual switch 7 (specifically, the control device 1 sends a manual switch signal input from the manual switch 7. The speed of the host vehicle (when received) is determined as the vehicle speed (that is, the set vehicle speed) that should be the target of constant speed travel.

  Note that the control device 1 outputs a control signal to the throttle driver 5 based on the amount of operation of an accelerator pedal detected by an accelerator sensor (not shown) at times other than constant speed traveling control, that is, during normal traveling. As a result, the engine output is normally adjusted in response to the operation of the accelerator pedal. However, when the constant speed traveling control is started, the control device 1 invalidates the throttle control based on the operation amount of the accelerator pedal. Based on the difference between the current host vehicle speed and the set vehicle speed, a control signal is output to the throttle driver 5 or the brake actuator 6a to perform acceleration / deceleration control so that the host vehicle speed becomes the set vehicle speed.

  Further, if the driver inputs an operation to the manual switch 7 when the host vehicle is under constant speed traveling control and no acceleration request is issued by the accelerator pedal, a manual switch signal input from the manual switch 7 is In response, the set vehicle speed changing process is started in which the control device 1 changes the set vehicle speed. Therefore, the manual switch 7 corresponds to an instruction unit and a manual switch in the claims. Details of the set vehicle speed changing process will be described later.

  Here, the outline of the manual switch 7 will be described with reference to FIGS. 2 (a) and 2 (b). FIG. 2A is a diagram showing an example of the arrangement of the manual switch 7, and FIG. 2B is a perspective view showing an example of the external shape of the manual switch 7.

  As shown in FIG. 2A, the manual switch 7 is provided on the steering wheel of the host vehicle. Further, the manual switch 7 is disposed in the vicinity of the handle of the steering wheel so that the driver of the own vehicle can operate it while holding the steering wheel. The manual switch 7 is disposed at the place where the driver holds the so-called 10:10 position on the steering wheel (the position where the driver normally holds the steering wheel with both hands when the vehicle is traveling straight). It is particularly preferable that the manual switch 7 be in a position where it can be operated.

  According to this, since the driver can input an operation to the manual switch 7 while holding the steering wheel, it is not necessary for the driver to input the operation by releasing the hand from the steering wheel. Therefore, operation input can be performed more safely even during driving.

  FIG. 2A shows a configuration in which the manual switch 7 is provided on the left and right sides of the steering wheel so that the driver can operate the manual switch 7 while holding the steering wheel with only one of the left and right hands. However, the present invention is not necessarily limited to this, and only one manual switch 7 on the steering wheel may be provided.

  The manual switch 7 is a slide switch, and is in an OFF state when in the original position, and in an ON state when slid in the arrow direction displayed at the bottom of the “BRAKE” display in FIG. It becomes. Further, the manual switch 7 uses the elasticity of a spring, for example, to return the slide switch to the original position when the driver is not operating the manual switch 7. According to this, when the driver tries to turn on the slide switch several times continuously in a short time, the operation can be performed more quickly.

  In the present embodiment, the configuration in which the manual switch 7 is provided on the steering wheel is shown, but the configuration is not limited to this, and a configuration in which the manual switch 7 is provided in another place in the vehicle interior may be used. In the present embodiment, the configuration in which the manual switch 7 is a slide switch is shown, but the present invention is not necessarily limited thereto. The manual switch 7 may be a switch that changes its state in response to an operation input from the driver and outputs a signal indicating that the state has changed in response to the operation input. For example, the manual switch 7 is a push button switch. Alternatively, a composite switch such as a jog dial may be used.

  Returning to FIG. 1, the cancel switch 8 is a switch that generates a cancel signal for canceling the constant speed traveling control in response to an operation from the driver. When the driver operates the cancel switch 8, this cancel signal is output from the cancel switch 8 to the control device 1, and the constant speed traveling control is canceled by the control device 1 that has received the cancel signal.

  The indicator 9 displays the set vehicle speed determined by the control device 1 in accordance with an instruction from the control device 1. Here, an outline of the display device 9 will be described with reference to FIGS. 3 (a) and 3 (b). FIG. 3A is a diagram illustrating an example of the arrangement of the display device 9, and FIG. 3B is a diagram illustrating an example of display on the display device 9. The indicator 9 is provided on a dashboard or a meter panel of the own vehicle as shown in FIG. 3 (a) so that the driver can easily confirm the displayed contents, and as shown in FIG. 3 (b). Thus, the value of the set vehicle speed is displayed.

  Although FIG. 3A shows a configuration in which a plurality of display devices 9 are provided, the present invention is not necessarily limited thereto, and a configuration in which only one display device 9 is provided may be employed. Further, in the present embodiment, the configuration in which the display device 9 is provided on the dashboard or the meter panel of the host vehicle is shown, but the present invention is not necessarily limited thereto. The indicator 9 may be provided at any position on the vehicle as long as the display can be performed at a position visible to the driver. For example, the display 9 may be configured to display liquid crystal on the windshield.

  Next, the setting vehicle speed change related process and the stop determination related process will be described with reference to FIG. FIG. 4 is a functional block diagram schematically showing a configuration related to the set vehicle speed change related process and the stop determination related process of the control device 1. As shown in FIG. 4, the control device 1 includes a set vehicle speed determination unit 11, a target speed calculation unit 12, a required deceleration calculation unit 13, a deceleration control unit 14, a road surface gradient estimation unit 15, a transition time setting unit 16, and a stop determination. A portion 17 is provided.

  Since the set vehicle speed change related process and the stop determination related process are processes during constant speed traveling control, a detailed description of the process of starting constant speed traveling control is omitted, but first the processes related to starting constant speed traveling control. A brief explanation will be given. First, when a manual switch signal is input from the manual switch 7 to the set vehicle speed determination unit 11 when the constant speed traveling control is not started, the set vehicle speed determination unit 11 determines the speed of the host vehicle input from the vehicle speed sensor 2. Is determined as the set vehicle speed (that is, the set vehicle speed is set), when the manual switch signal is input (that is, the current vehicle speed at that time). Thereafter, based on the difference between the set vehicle speed, the current own vehicle speed, and the set vehicle speed, a control signal is output to the throttle driver 5 or the brake actuator 6a to control the own vehicle speed while controlling the driving force of the own vehicle. Acceleration / deceleration control is performed so as to maintain the set vehicle speed, and constant speed traveling control is continued. Therefore, the control device 1 corresponds to the constant speed traveling control means in the claims.

  Next, the setting vehicle speed change related process will be described. First, when a manual switch signal is input once from the manual switch 7 to the set vehicle speed determination unit 11 during constant speed traveling control, the set vehicle speed determination unit 11 subtracts a certain amount of speed from the set vehicle speed that has already been set. Is calculated as a new set vehicle speed (hereinafter referred to as a new set vehicle speed), and this new set vehicle speed is determined (set) as the set vehicle speed. Therefore, the set vehicle speed determination unit 11 corresponds to a new set vehicle speed calculation means. In addition, when a manual switch signal is input from the manual switch 7 to the set vehicle speed determination unit 11 a plurality of times within a predetermined time during the constant speed traveling control, the set vehicle speed determination unit 11 sets the number of inputs to the predetermined amount described above. The speed obtained by subtracting the amount of speed integrated from the speed from the preset vehicle speed is calculated as the new vehicle speed (hereinafter referred to as the new vehicle speed), and this new vehicle speed is determined (set) as the vehicle speed. . Here, the certain amount of speed referred to here is a value that can be arbitrarily set, and may be configured to be set to, for example, about several kilometers per hour. In addition, an operation input for changing the setting of the constant amount of speed is received from a user such as a driver via a setting input unit (not shown), and the setting of the constant amount of speed can be changed according to the user's preference. It is good also as composition to do. The predetermined time referred to here is a time that can be arbitrarily set, and may be set to, for example, about several seconds. Further, when a manual switch signal is input to the set vehicle speed determination unit 11 because the driver inputs an operation input to the manual switch 7 when the host vehicle is under constant speed traveling control (that is, the manual switch 7 is set). Hereinafter, the speed of the host vehicle (when an operation input requesting a change in the vehicle speed is performed) will be referred to as the current vehicle speed. Further, hereinafter, an operation input to the manual switch 7 when the manual switch signal is input only once to the set vehicle speed determination unit 11 within a predetermined time is referred to as a single input, and the manual switch signal is set within the predetermined time. An operation input to the manual switch 7 when the vehicle speed determination unit 11 inputs a plurality of times is referred to as a continuous input.

  The target speed calculation unit 12 uses the set vehicle speed set by the set vehicle speed determination unit 11 and the current vehicle speed detected by the vehicle speed sensor 2, and sequentially takes a predetermined time to shift from the current vehicle speed to the new set vehicle speed. The target speed to be calculated is calculated from Equation 1 below. Therefore, the target speed calculation unit 12 corresponds to the target speed calculation means in the claims. In Equation 1, T_t is a time taken to shift the current vehicle speed to the set vehicle speed (hereinafter referred to as a transition time), and t is an operation input for requesting the manual switch 7 to change the set vehicle speed. It is the elapsed time from the moment. In Equation 1, the current vehicle speed is expressed as Vo_p0, the set vehicle speed is expressed as Vo_s, and the target speed is expressed as Vo_t. Note that a default value is set in advance as the transition time T_t, and the value can be changed according to the result of the process of the transition time setting unit 16 described later. The default value may be set to a value of about several seconds, for example. Further, the target speed Vo_t for each elapsed time t is calculated by this equation 1.

要求減速度算出部１３は、目標速度算出部１２で算出された目標速度と車速センサ２によって検出された現在の自車速とを用い、目標速度を実現するために必要な減速度である要求減速度を経過時間ごとに以下の式２から算出する。よって、要求減速度算出部１３は請求項の要求減速度算出手段に相当する。なお、式２において、Ｔは、目標速度と現在の自車速との差分を要求減速度に変換するための除数であり、適宜、設定されるものである。また、式２において、目標速度はＶｏ_ｔ、現在の自車速はＶｏ_ｐ、要求減速度はＧｘ_ｔと表している。

The required deceleration calculation unit 13 uses the target speed calculated by the target speed calculation unit 12 and the current host vehicle speed detected by the vehicle speed sensor 2, and is a required deceleration that is a deceleration necessary for realizing the target speed. The speed is calculated from the following formula 2 for each elapsed time. Therefore, the requested deceleration calculation unit 13 corresponds to the requested deceleration calculation means in the claims. In Equation 2, T is a divisor for converting the difference between the target speed and the current host vehicle speed to the required deceleration, and is set as appropriate. In Equation 2, the target speed is expressed as Vo_t, the current host vehicle speed is expressed as Vo_p, and the requested deceleration is expressed as Gx_t.

減速制御部１４は、要求減速度算出部１３で算出された要求減速度に従った減速度を生じさせる駆動を行わせる制御信号をスロットル駆動器５やブレーキアクチュエータ６ａに送る。そして、この制御信号に従ってスロットル駆動器５やブレーキアクチュエータ６ａが駆動することによって要求減速度算出部１３で算出された要求減速度に対応するブレーキ力が発生し、このブレーキ力に応じた減速度が生じ、自車両の減速を行わせることができる。減速制御部１４は、要求減速度算出部１３で逐次算出される要求減速度に従った減速度で逐次減速を行わせていくことによって、新設定車速に自車速を合わせる。なお、目標速度が現在の自車速よりも高い場合には、目標速度に合わせるために、加速度を生じさせる加速制御が行われることもある。

The deceleration control unit 14 sends to the throttle driver 5 and the brake actuator 6a a control signal for performing a drive that generates a deceleration according to the requested deceleration calculated by the requested deceleration calculating unit 13. Then, when the throttle driver 5 or the brake actuator 6a is driven according to this control signal, a braking force corresponding to the required deceleration calculated by the required deceleration calculating unit 13 is generated, and the deceleration corresponding to the braking force is reduced. As a result, the host vehicle can be decelerated. The deceleration control unit 14 adjusts the host vehicle speed to the newly set vehicle speed by causing the vehicle to sequentially decelerate at a deceleration according to the requested deceleration sequentially calculated by the requested deceleration calculating unit 13. When the target speed is higher than the current host vehicle speed, acceleration control that generates acceleration may be performed to match the target speed.

  Here, using FIG. 5 and FIG. 6, the relationship between the ON / OFF state of the manual switch 7, the time change of the set vehicle speed and the target speed, the time change of the current host vehicle speed, and the time change of the requested deceleration Will be described. 5 and 6 are diagrams showing an example of the relationship between the ON / OFF state of the manual switch 7, the time change of the set vehicle speed and the target speed, the time change of the current host vehicle speed, and the time change of the requested deceleration. It is.

  In FIGS. 5 and 6, the graph of A is the time change of the ON / OFF state of the manual switch 7, the graph of B is the time change of the set vehicle speed and the target speed, the graph of C is the time change of the current host vehicle speed, The graph of D represents the time change of the requested deceleration. In addition, the vertical axis of the A graph represents the ON / OFF state of the manual switch 7, the vertical axis of the B and C graphs represents the speed, and the vertical axis of the D graph represents the deceleration. . Further, the horizontal axis of the graphs A to D represents time. In addition, the thick broken line of the graph of B represents the set vehicle speed, and the solid line represents the target speed. In the graph C, the thick broken line represents the set vehicle speed, the thin broken line represents the target speed, and the solid line represents the current vehicle speed.

  As shown in FIG. 5, when the set vehicle speed is not set (that is, when the constant speed running control is not started) and a single input is performed, the current host vehicle speed at that time is set as the set vehicle speed. Then, until the manual switch 7 is turned on next time, the constant speed traveling control according to the set vehicle speed is continued. Subsequently, when a single input is performed during constant speed traveling control, a new set vehicle speed obtained by subtracting a certain amount of speed from the set vehicle speed that has already been set is set as the set vehicle speed and the target speed is determined. Then, the vehicle speed is shifted from the current vehicle speed to the newly set vehicle speed while sequentially adjusting the current host vehicle speed to the target speed by sequentially performing deceleration according to the requested deceleration. In this way, the current vehicle speed is shifted from the current vehicle speed to the newly set vehicle speed while sequentially adjusting the current vehicle speed to the target speed by sequentially performing deceleration according to the requested deceleration, so the actual vehicle speed when the target speed is changed (That is, the current vehicle speed change indicated by C) can be smoothly performed as shown in FIG.

  Furthermore, even if continuous input is performed during constant-speed traveling control and sudden deceleration is required compared with single-shot input, the current speed can be reduced by sequentially performing deceleration according to the requested deceleration. Since the current vehicle speed is shifted from the current vehicle speed to the newly set vehicle speed while sequentially adjusting the host vehicle speed to the target speed, the actual host vehicle speed can be smoothly changed when the target speed is changed as shown in FIG.

  In addition, when the set vehicle speed is set, the set vehicle speed determination unit 11 causes the display 9 to display the set vehicle speed. Therefore, the display device 9 corresponds to the newly set vehicle speed display means in the claims.

Subsequently, the processing related to the setting of the transition time T_t corresponding to the estimated road surface gradient in the set vehicle speed change related processing will be described. The road surface gradient estimation unit 15 uses the requested deceleration calculated by the requested deceleration calculation unit 13 and the current deceleration detected by the acceleration sensor 3 (hereinafter referred to as an actual deceleration) to obtain the requested deceleration Gx_t. A difference ΔGx with the actual deceleration Gx_p is calculated. Therefore, the actual deceleration corresponds to the current deceleration in the claims. For example, the difference ΔGx is calculated by subtracting the actual deceleration Gx_p from the requested deceleration Gx_t. Then, the road surface gradient is estimated based on the difference ΔGx. Therefore, the road surface gradient estimation unit 15 corresponds to the road surface gradient estimation means in the claims. Specifically, a proportional relationship as shown in FIG. 7 is established in which the difference ΔGx increases as the road slope becomes tighter, so the road surface gradient is estimated from the difference ΔGx based on this proportional relationship. In addition, the vertical axis | shaft in the figure of FIG. 7 represents the road surface gradient (%), and the horizontal axis represents the difference (DELTA) Gx (m / s < ² >).

  Then, the transition time setting unit 16 sets the transition time T_t in the target speed calculation unit 12 according to the road surface gradient estimated by the road surface gradient estimation unit 15. Therefore, the transition time setting unit 16 corresponds to the transition time setting means in the claims. Specifically, the transition time T_t is set shorter as the road surface gradient becomes tighter. Here, an example of setting the transition time T_t according to the road surface gradient will be described with reference to FIGS. 8A to 8C.

  For example, as shown in FIG. 8A, the transition time T_t is set to a default value (in the example in the figure) until the road slope reaches a certain threshold value (−10% in the example in the figure). It is possible to decrease linearly from 3 sec), and after the road surface gradient exceeds this threshold value, a fixed transition time T_t (2 sec in the example in the figure) may be fixed. Further, as shown in FIG. 8B, every time the road surface gradient becomes tighter than a certain value (-1% in the example in the figure) until the road surface gradient reaches a certain threshold value (−10% in the example in the figure). The transition time T_t is decreased from the default value (3 sec in the example in the figure) to multiple stages (every 0.1 sec in the example in the figure), and after the road surface gradient exceeds this threshold, the transition time T_t is constant. The transition time may be fixed to T_t (2 sec in the example in the figure). Further, as shown in FIG. 8C, the transition time T_t is set to a default value (3 sec in the example in the figure) until the road surface gradient reaches a certain threshold (−8% in the example in the figure), and the road surface After the gradient exceeds this threshold, a fixed transition time T_t (2 sec in the example in the figure) shorter than the default value may be fixed.

  Here, the significance of setting the transition time T_t according to the road surface gradient will be described with reference to FIGS. 9 and 10. FIG. 9 is a schematic diagram illustrating an example of a running state of the vehicle on a downward slope. In addition, E in FIG. 9 represents the vehicle at the starting point of the downward slope, F represents the arrival point after the transition time when it is assumed that the vehicle E continued to decelerate according to the target speed described above, and G Represents the arrival point of the vehicle E after the actual transition time. FIG. 10 is a diagram showing an example of the relationship between the temporal change of the current host vehicle speed and the target speed and the temporal change of the actual deceleration and the requested deceleration. In addition, the graph of H in FIG. 10 represents the time change of the present own vehicle speed and target speed, and the graph of I represents the time change of the actual deceleration and the requested deceleration. The vertical axis of the H graph represents the speed, and the vertical axis of the I graph represents the deceleration. Further, the horizontal axis of the H and I graphs represents time. In addition, the solid line of the graph of H represents the present own vehicle speed, and the broken line represents the target speed. The solid line in the graph of I represents the actual deceleration, and the broken line represents the required deceleration.

  Since the acceleration occurs with respect to the host vehicle on the down slope, the deceleration according to the requested deceleration calculated based on the default transition time works only at a lower deceleration than intended as shown in FIG. . Then, since the deceleration is lower than intended, as shown in FIG. 10, the actual own vehicle speed (that is, the current own vehicle speed indicated by H) greatly exceeds the target speed, as shown in FIG. Thus, there is a possibility that the driver will feel danger because the host vehicle has advanced faster than intended. In addition, for example, when the road surface continues downhill and the downhill road has become steep, the downhill road has been traveling at the speed intended by the driver. Since it becomes steep, the speed increases, which may make the driver feel dangerous.

  On the other hand, according to the configuration of the present embodiment in which the transition time T_t is set according to the road surface gradient, the transition time T_t is set short according to the tightness of the road surface gradient estimated by the road surface gradient estimation unit 15. The required deceleration can be increased as the descending slope becomes tighter. Therefore, even when acceleration occurs in the host vehicle on a downward slope, it is possible to suppress the influence of acceleration by increasing the required deceleration. Therefore, for example, it is possible to drive downhill at a speed that makes it less likely for the driver to feel danger, regardless of changes in downhill, for example, settings during constant speed running control while realizing driving comfort It becomes possible to change the vehicle speed.

  In addition, here, the configuration in which the road surface gradient estimated by the road surface gradient estimation unit 15 is used to set the transition time T_t is shown, but the present invention is not limited to this, and based on the estimated road surface gradient, It is also possible to employ a configuration in which a device that relates to the behavior of the vehicle (for example, a device related to active suspension control or a power steering device) corrects to reduce the influence of road surface gradient (that is, disturbance such as changes in the road surface).

  Next, stop determination related processing will be described. The stop determination unit 17 detects the current auto-detection detected by the vehicle speed sensor 2 when the new set vehicle speed calculated by the set vehicle speed determination unit 11 based on the manual switch signal from the manual switch 7 is 0 km / h. It is determined whether the vehicle speed is equal to or higher than a predetermined threshold. If the current vehicle speed is equal to or higher than a predetermined threshold, the new vehicle speed set by the set vehicle speed determination unit 11 is changed from 0 km / h to, for example, 20 km / h. Do not migrate to. If the current host vehicle speed is less than the predetermined threshold value, the set vehicle speed change related process is performed with the new set vehicle speed set by the set vehicle speed determining unit 11 set to 0 km / h, and the stop operation of the host vehicle is performed. Try to migrate. Therefore, the stop determination unit 17 corresponds to a stop operation transition prohibiting unit and a stop operation transition unit. Note that the predetermined threshold here is a value that can be arbitrarily set. The stop operation referred to here is, for example, by continuously driving the pump motor of the brake actuator 6a to continuously generate brake hydraulic pressure by the brake device 6, and by continuously applying the braking force by the brake shoe. Indicates that the vehicle is to be stopped. The stop operation is an operation for stopping the host vehicle by continuously generating the brake hydraulic pressure by the brake device 6 and pressing the disc pad against the disc rotor fixed to the wheel to continuously generate the braking force. Also good.

  Here, using FIG. 11 and FIG. 12, the ON / OFF state of the manual switch 7 in the stop determination-related processing, the time change of the set vehicle speed and the target speed, the time change of the current host vehicle speed, and the requested deceleration An example of the relationship with time change will be described. FIG. 11 shows the ON / OFF state of the manual switch 7, the time change of the set vehicle speed and the target speed, the time change of the current host vehicle speed, the request when the shift to the stop operation of the host vehicle is not performed in the stop determination related process. It is a figure which shows an example of the relationship with the time change of deceleration. FIG. 12 shows the ON / OFF state of the manual switch 7, the time change of the set vehicle speed and the target speed, and the current time change of the own vehicle speed when shifting to the stop operation of the own vehicle in the stop determination related process. It is a figure which shows an example of the relationship with the time change of request | requirement deceleration. 5 and 6, the graph of A in FIGS. 11 and 12 is the time change of the ON / OFF state of the manual switch 7, the graph of B is the time change of the set vehicle speed and the target speed, and the graph of C. Represents the time change of the current host vehicle speed, and the graph of D represents the time change of the requested deceleration. Further, a long broken line indicated by J in the graph C in FIGS. 11 and 12 represents the above-described predetermined threshold value. Furthermore, in the example of FIG. 11, it is assumed that the new set vehicle speed calculated by the set vehicle speed determination unit 11 reaches 0 km / h by continuous input. In the example of FIG. 12, it is assumed that the new set vehicle speed calculated by the set vehicle speed determination unit 11 reaches 0 km / h by a single input following the continuous input.

  As shown in FIG. 11, even when the newly set vehicle speed calculated by the set vehicle speed determination unit 11 reaches 0 km / h by continuous input, the current host vehicle speed at the end of continuous input is a predetermined value. When it is equal to or higher than the threshold value J, 0 km / h is not set as the newly set vehicle speed, and the vehicle does not shift to the stop operation. On the other hand, as shown in FIG. 12, when the new set vehicle speed calculated by the set vehicle speed determination unit 11 reaches 0 km / h by a single input following the continuous input, the current value at the end of the continuous input is reached. When the host vehicle speed is less than the predetermined threshold value J, 0 km / h is set as the new set vehicle speed, and the process proceeds to a stop operation of the host vehicle.

  Further, when the new set vehicle speed set by the set vehicle speed determining unit 11 is 0 km / h and the current own vehicle speed is less than a predetermined threshold, the stop determination unit 17 displays the own vehicle on the display 9. For example, the display as shown in FIG. 14 is performed to indicate the shift to the stop operation. Therefore, the display device 9 corresponds to stop display means in claims.

  According to the above configuration, the new set vehicle speed obtained by subtracting a predetermined amount of speed from the current set vehicle speed is determined according to the manual switch signal indicating that the manual switch 7 has been switched to the ON state. Even if it does not look frequently, it becomes possible to match the newly set vehicle speed with the target vehicle speed based on the number of operation inputs of the manual switch 7.

  Further, according to the above configuration, the target speed to be taken sequentially to shift from the current set vehicle speed to the new set vehicle speed over a certain time is calculated, and based on the difference between the target speed and the current vehicle speed, By calculating the required deceleration, which is the deceleration necessary to achieve the target speed, and adjusting the vehicle speed to the newly set vehicle speed by performing sequential deceleration with the deceleration according to this required deceleration. Therefore, it is possible to smoothly decelerate without causing the driver to feel uncomfortable, and to specify the target vehicle speed via the operation input of the manual switch 7 and actually set the own vehicle speed to the target vehicle speed. Can be matched.

  And since the target vehicle speed can be designated via the operation input of the manual switch 7 and the own vehicle speed can be actually matched with the target vehicle speed, the process of providing the target deceleration until now is repeated. Unlike the configuration in which the vehicle speed is adjusted to the target vehicle speed, the driver can even determine the new set vehicle speed based on the number of operation inputs of the manual switch 7 without looking at the speedometer frequently. For example, the host vehicle speed can be actually matched to the target vehicle speed. Therefore, according to the above configuration, when the vehicle speed is decreased toward the target vehicle speed, it is possible to make it more difficult for the driver to be bothersome and difficult to operate.

  In addition, because constant speed running control is performed at the newly set vehicle speed, it is necessary to operate the accelerator pedal and brake pedal while looking at the speedometer to maintain the target vehicle speed even after reaching the target vehicle speed. There is no. Therefore, also from this point, it is possible to make it difficult for the driver to make the operation bothersome and difficult to operate.

  Further, according to the above configuration, even when the driver repeatedly operates the manual switch 7 and the newly set vehicle speed calculated by the set vehicle speed determination unit 11 becomes 0, the current vehicle speed is equal to or higher than a predetermined threshold value. In this case, since the vehicle is not shifted to the stop operation, it is possible to prevent an unexpected stop such as a sudden stop when the current vehicle speed is too high to stop the vehicle.

  In the constant speed traveling control device 100, when both the request for deceleration of the host vehicle by operating the brake pedal of the brake device 6 and the request for deceleration of the host vehicle by operating the manual switch 7 are received simultaneously, Of the deceleration according to the amount of operation of the brake pedal of the brake device 6 and the requested deceleration calculated by the requested deceleration calculation unit 13, deceleration is performed according to the larger absolute value of the deceleration. The operation amount of the brake pedal of the brake device 6 may be detected by a stroke sensor that detects the depression stroke of the brake pedal.

  According to the above configuration, even during constant speed running control, if the driver's request for deceleration of the host vehicle by operating the brake pedal of the brake device 6 is strong, priority is given to the operation of the brake pedal of the brake device 6. It becomes possible. For example, when the driver suddenly brakes by operating the brake pedal of the brake device 6 such as when an obstacle suddenly appears forward during the constant speed traveling control, the driver can perform the deceleration intended by the driver. Therefore, it becomes possible to realize more driving safety and comfort. Therefore, the constant speed traveling control device 100 corresponds to the vehicle speed control device in the claims.

  Further, in the constant speed traveling control device 100, the control device 1 detects that the host vehicle has stopped by shifting to the aforementioned stop operation (that is, the own vehicle stop operation due to the deceleration of the vehicle by the operation of the manual switch 7). In this case, when the state where the stop is detected continues for a certain period or longer, the stop operation is canceled, and the parking brake device 20 is automatically operated to shift to parking. Therefore, the control device 1 corresponds to a stop detection unit and a parking shift unit in the claims. In addition, the fixed period said here is time when it is thought that possibility that the own vehicle will be parked as it is, and is time which can be set arbitrarily. Further, in the control device 1, when the current vehicle speed detected by the vehicle speed sensor 2 is substantially 0 km / h (for example, when the vehicle speed sensor 2 is below the hourly speed detectable by the vehicle speed sensor 2), the host vehicle It shall be detected that has stopped. The parking brake device 20 is a device that moves the shift position to the parking position (P) or applies a parking brake, for example.

  According to the above configuration, even when the driver does not perform an operation for continuing the stop state of the vehicle, such as pressing the brake pedal or setting the shift position to the parking position (P) after the host vehicle stops. When the vehicle stops for a certain period or longer, the parking brake device 20 of the vehicle is automatically operated to shift to parking, so that it is possible to prevent the vehicle from inadvertently moving forward.

  Here, referring to FIG. 13, the ON / OFF state of the manual switch 7, the time change of the set vehicle speed and the target speed, the time change of the current host vehicle speed, and the operation state of the brake device 6 and the parking brake device 20 are shown. The relationship with time change will be described. FIG. 13 shows the relationship between the ON / OFF state of the manual switch 7, the time change of the set vehicle speed and the target speed, the time change of the current host vehicle speed, and the time change of the operation state of the brake device 6 and the parking brake device 20. It is a figure which shows an example.

  Like FIG. 5 and FIG. 6, the graph of A in FIG. 13 is the time change of the ON / OFF state of the manual switch 7, the graph of B is the time change of the set vehicle speed and the target speed, and the graph of C is the current graph. It represents the time change of the vehicle speed. Moreover, the graph of K represents the time change of the operation state of the brake device 6 and the parking brake device 20. And the vertical axis | shaft of the graph of K represents the ON / OFF state of each of the brake device 6 and the parking brake device 20, and the horizontal axis represents time. In addition, the solid line of the graph of K represents the operation state of the brake device 6, and the broken line represents the operation state of the parking brake device 20. Further, in FIG. 13, the above-mentioned fixed period is represented by T_s. As shown in FIG. 13, when the vehicle has stopped for a certain period of time T_s since the stop operation described above, the stop operation is canceled and the parking brake device 20 is operated to stop the vehicle by continuing the stop operation. It shifts to safer parking by the parking brake device 20.

  In the present embodiment, a configuration in which a mechanism for generating a deceleration according to an operation amount (that is, a pedaling force) of a brake pedal is used as a mechanism for generating a deceleration according to an operation amount in the brake device 6. Although shown, it is not necessarily limited to this. For example, as a mechanism for generating the deceleration according to the operation amount in the brake device 6, a configuration using a mechanism for generating the deceleration according to the operation amount of the manual brake switch may be used.

  As mentioned above, although embodiment of this invention was described, this invention is not limited to the above-mentioned embodiment, The following embodiment is also contained in the technical scope of this invention. Hereinafter, the next embodiment will be described with reference to the drawings. FIG. 15 is a diagram showing a schematic configuration of a constant speed traveling control apparatus 100a to which the present invention is applied. For convenience of explanation, members having the same functions as those shown in the drawings used in the description of the above-described embodiment are denoted by the same reference numerals, and description thereof is omitted. The constant speed traveling control device 100a has the same configuration as the constant speed traveling control device 100 except that information is acquired from the in-vehicle navigation device 30.

  The in-vehicle navigation device 30 is mounted on the host vehicle and includes a position detector, a map data input device, a display, and the like. The position detector is a geomagnetic sensor that detects geomagnetism, a gyro sensor that detects an angular velocity around the vertical direction of the host vehicle, a distance sensor that detects the moving distance of the host vehicle, and a current position of the vehicle based on radio waves from a satellite. It has a GPS receiver for detecting GPS, and detects the current position of the host vehicle by the function of these sensors.

  Further, the map data input device is used for inputting various data including a so-called map matching data, map data, and landmark data for improving the accuracy of position detection, which is mounted on the storage medium and stored in the storage medium. It is a device. The map data includes link data indicating roads and node data. A link is a link between nodes when the roads on the map are divided by a plurality of nodes such as intersections, branches, and merge points, and roads are configured by connecting the links. . Link data includes a unique number (link ID) that identifies the link, link length indicating the link length, link start and end node coordinates (latitude / longitude), road name, road type, road width, number of lanes, right turn -Consists of data such as the presence or absence of a left turn lane, the number of lanes, speed limit, etc. On the other hand, the node data includes a node ID, a node coordinate, a node name, and a link ID of a link connected to the node, each node having a unique number for each node where roads on the map intersect, merge and branch. It consists of each data such as ID and intersection type.

  The storage medium also stores various facility types, names, address data, and the like, and these data are used for destination setting for route search. Note that a CD-ROM or DVD-ROM, a memory card, an HDD, or the like is used as the storage medium.

  The in-vehicle navigation device 30 displays the current position of the host vehicle on a digital map on the display screen based on the current position of the host vehicle detected by the position detector and the map data input by the map data input unit. And route guidance to the destination on the digital map on the display screen. Further, the in-vehicle navigation device 30 can detect the speed limit of the road on which the host vehicle is traveling based on the information on the speed limit included in the map data. The map data corresponds to the map information in the claims.

  Further, in the control device 1 of the constant speed traveling control device 100a, when the in-vehicle navigation device 30 can detect the speed limit of the road on which the host vehicle is traveling, the information on the speed limit is acquired. To do. Therefore, the control device 1 also corresponds to speed limit information acquisition means in the claims. In the control device 1 of the constant speed travel control device 100a, when the manual switch signal is input from the manual switch 7, the information on the speed limit of the road on which the host vehicle is traveling obtained from the in-vehicle navigation device 30 is indicated. The speed is set as a new set vehicle speed by the set vehicle speed determination unit 11. Therefore, the set vehicle speed determination unit 11 corresponds to a new set vehicle speed determination means.

  Further, in the constant speed traveling control device 100a, the indicator 9 may be configured to display the set vehicle speed set by the set vehicle speed determination unit 11 using the display of the in-vehicle navigation device 30. Here, an outline of the display device 9 will be described with reference to FIGS. 16 (a) and 16 (b). FIG. 16A is a diagram illustrating an example of the arrangement of the display device 9, and FIG. 16B is a diagram illustrating an example of display on the display device 9.

  As shown in FIG. 16A, the display unit 9 may be provided on a meter panel of the host vehicle, or may be provided as a display of the in-vehicle navigation device 30 installed on a dashboard. Moreover, when using the display of the vehicle-mounted navigation apparatus 30 as the indicator 9, as shown in FIG.16 (b), it is good also as a structure which displays the value of setting vehicle speed on a digital map.

  According to the above configuration, when the control device 1 receives an input of a manual switch signal indicating that the manual switch 7 has been switched to the ON state, the auto switch acquired from the map data held by the in-vehicle navigation device 30 Since the speed indicated by the information on the speed limit of the road on which the vehicle is traveling is set as the new set vehicle speed, the driver can only drive the new set vehicle speed by operating the manual switch 7 without looking at the speedometer. It becomes possible to match the speed limit of the road (that is, the target vehicle speed).

  In addition, even if it uses together the structure which sets the speed which the information of the speed limit acquired from the vehicle-mounted navigation apparatus 30 shows as a new setting vehicle speed, and the structure which sets a new setting vehicle speed according to the frequency | count of the operation input of the above-mentioned manual switch 7. Good. As an example, when the in-vehicle navigation device 30 cannot detect the speed limit of the road on which the host vehicle is traveling, the newly set vehicle speed may be set according to the number of operation inputs of the manual switch 7. . Further, after setting the speed indicated by the information on the speed limit acquired from the in-vehicle navigation device 30 as the newly set vehicle speed, the new set vehicle speed may be further set according to the number of operation inputs of the manual switch 7.

  The following embodiments are also included in the technical scope of the present invention. Hereinafter, the next embodiment will be described with reference to the drawings. FIG. 17 is a diagram showing a schematic configuration of a constant speed traveling control apparatus 100b to which the present invention is applied. For convenience of explanation, members having the same functions as those shown in the drawings used in the description of the above-described embodiment are denoted by the same reference numerals, and description thereof is omitted. The constant speed traveling control apparatus 100b has the same configuration as the constant speed traveling control apparatus 100 except that information is acquired from an image recognition apparatus 32 that performs image recognition based on an image captured by the camera 31.

  The camera 31 is a camera that is provided in front of and behind the host vehicle and images the front and rear of the host vehicle. More specifically, the camera 31 images road signs and road markings existing in front of the host vehicle and road markings existing behind the host vehicle. As the camera 31, for example, a CCD camera can be used. Moreover, the camera 31 is good also as a structure which is provided only in any one of the front and back of the own vehicle, and images only either the front or back of the own vehicle. Therefore, the camera 31 corresponds to the imaging device recited in the claims.

  The image recognition device 32 performs image recognition based on the image captured by the camera 31 and recognizes information on the speed limit indicated on the road sign or road marking of the road on which the host vehicle is traveling. Therefore, the image recognition device 32 corresponds to the image recognition means in the claims. Note that image recognition performed by the image recognition device 32 is performed using a known method such as a method using template matching.

  Further, in the control device 1 of the constant speed traveling control device 100b, when the image recognition device 32 can recognize the information on the speed limit of the road on which the host vehicle is traveling, the information on the speed limit is acquired. Shall. In the control device 1 of the constant speed travel control device 100b, when the manual switch signal is input from the manual switch 7, the information on the speed limit of the road on which the host vehicle is traveling obtained from the image recognition device 32 is indicated. The speed is set as a new set vehicle speed by the set vehicle speed determination unit 11.

  According to the above configuration, when the control device 1 receives an input of a manual switch signal indicating that the manual switch 7 has been switched to the ON state, the restriction indicated on the road sign of the road on which the host vehicle is traveling Since the speed indicated by the speed limit information obtained by the image recognition of at least one of the speed information and the speed limit information indicated on the road marking is set as the new set vehicle speed, the driver Even if the operation is not performed, it is possible to adjust the newly set vehicle speed to the speed limit of the traveling road (that is, the target vehicle speed) simply by performing an operation input of the manual switch 7.

  The configuration in which the speed indicated by the information on the speed limit acquired from the image recognition device 32 is set as the new set vehicle speed and the configuration in which the new set vehicle speed is set according to the number of operation inputs of the manual switch 7 described above may be used in combination. Good. As an example, when the speed limit of the road on which the host vehicle is traveling cannot be detected by the image recognition device 32, the new set vehicle speed may be set according to the number of operation inputs of the manual switch 7. . In addition, after the speed indicated by the information on the speed limit acquired from the image recognition device 32 is set as the new set vehicle speed, the new set vehicle speed may be set further in accordance with the number of operation inputs of the manual switch 7.

  Further, the configuration in which the speed indicated by the speed limit information acquired from the image recognition device 32 is set as the newly set vehicle speed and the configuration in which the speed indicated by the speed limit information acquired from the in-vehicle navigation device 30 is set as the new set vehicle speed are used together. It is good also as composition to do. As an example, when the information on the speed limit is not obtained on one of the image recognition device 32 and the in-vehicle navigation device 30, the speed indicated by the information on the speed limit obtained on the other is set as the newly set vehicle speed. It is good also as a structure.

  In the above-described embodiment, the configuration in which the newly set vehicle speed is set according to the manual switch signal indicating that the manual switch 7 has been switched to the ON state has been described, but the present invention is not necessarily limited thereto. For example, a configuration may be adopted in which a new set vehicle speed is set in response to a stepping operation of a predetermined amount or more being performed on the brake pedal of the brake device 6 (hereinafter referred to as a set vehicle speed changing mode by brake pedal operation). Hereinafter, this configuration will be described with reference to FIG. FIG. 18 is a diagram schematically showing a part of the configuration of the brake device 6.

  FIG. 18 shows a configuration related to a mechanism until the brake hydraulic pressure is transmitted to the wheel cylinder (WC) 63 according to the operation of the brake pedal 61 among the configurations of the brake device 6. In this mechanism, when the brake pedal 61 is operated, the brake hydraulic pressure corresponding to the operation amount is generated in the master cylinder (MC) 62, and the brake hydraulic pressure generated in the MC 62 is transmitted to the WC 63. ing. Further, as described above, the brake pressure sensor 4 is a sensor that detects the brake hydraulic pressure generated in response to the operation of the brake pedal 61, and the displacement sensor 64 detects the displacement amount (that is, the depression amount) of the brake pedal 61. Sensor. Therefore, the brake pressure sensor 4 corresponds to the oil pressure detection means in the claims, and the displacement sensor 64 corresponds to the displacement amount detection means in the claims. As the displacement sensor 64, for example, the above-described stroke sensor can be used.

  In the set vehicle speed changing mode by operating the brake pedal, for example, when the amount of depression of the brake pedal 61 detected by the displacement sensor 64 is acquired by the control device 1 and this depression amount is equal to or greater than a predetermined reference amount, the brake pedal 61 In the same manner as when a manual switch signal is input, a signal indicating that there has been a displacement is output to the set vehicle speed determination unit 11, and the new set vehicle speed may be set according to the number of signal inputs. . In addition, when the brake hydraulic pressure detected by the brake pressure sensor 4 is acquired by the control device 1 and the brake hydraulic pressure is equal to or higher than a predetermined reference amount, the brake hydraulic pressure is equal to or higher than the predetermined reference amount. In the same manner as when a manual switch signal is input, a new set vehicle speed may be set according to the number of signal inputs. Therefore, the control apparatus 1 is also equivalent to the trigger means of a claim. Note that the predetermined reference amount referred to here is a value that can be arbitrarily set.

  In the mode of changing the set vehicle speed by operating the brake pedal, when the amount of depression of the brake pedal 61 and the brake hydraulic pressure are not equal to or greater than a predetermined reference amount, normal deceleration according to the depression force of the brake pedal 61 is performed.

  According to the above configuration, it becomes possible to match the newly set vehicle speed to the target vehicle speed based on the number of times that the depressing operation of a predetermined amount or more is performed on the brake pedal 61. When the vehicle speed is decreased toward the target vehicle speed, it is possible to make it more difficult for the driver to make the operation cumbersome or difficult to operate.

  Furthermore, in the above-described embodiment, the configuration in which the constant speed traveling control device to which the present invention is applied is mounted on a vehicle using an internal combustion engine as a driving force source is shown. ) Or a hybrid vehicle (HV), a vehicle using an electric motor (motor) as a driving force source may be equipped with a constant speed traveling control device to which the present invention is applied.

  In addition, when a constant speed traveling control device to which the present invention is applied is mounted on a vehicle that uses an electric motor as a driving force source, a configuration may be adopted in which the rotational resistance during power generation of the electric motor is used as the braking force of the vehicle. Hereinafter, this embodiment will be described with reference to the drawings. FIG. 19 is a diagram showing a schematic configuration of a constant speed traveling control apparatus 200 to which the present invention is applied. FIG. 20 is a schematic diagram showing an example of arbitration between the deceleration by the regenerative braking device 41 and the deceleration necessary to realize the target speed. For convenience of explanation, members having the same functions as those shown in the drawings used in the description of the above-described embodiment are denoted by the same reference numerals, and description thereof is omitted. The constant speed traveling control device 200 has the same configuration as that of the constant speed traveling control device 100 except that the constant speed traveling control device 200 includes a regenerative braking device 41 that uses the rotational resistance during power generation of the electric motor 40 as the braking force of the vehicle.

  The electric motor 40 is an electric motor used as a driving force source for a vehicle such as an EV or an HV. The regenerative braking device 41 is a device that uses the rotational resistance of the electric motor 40 during power generation as the braking force of the vehicle, and may be configured to use a known regenerative drive device.

  When the braking force by the regenerative braking device 41 can be used, the required deceleration calculation unit 13 of the control device 1 uses the required deceleration (that is, the target deceleration) calculated by the required deceleration calculation unit 13 as shown in FIG. By subtracting the deceleration by the regenerative braking device 41 from the deceleration required to realize the speed, arbitration is performed to obtain the deceleration that needs to be requested from the deceleration control unit 14 to the brake device 6. Then, the deceleration obtained by the arbitration is sent to the deceleration control unit 14 as a new required deceleration. The deceleration control unit 14 controls the control signal corresponding to the new required deceleration (that is, to the hydraulic brake device 6). Request value) is sent to the brake device 6.

  According to the above configuration, even in a vehicle such as EV or HV equipped with the regenerative braking device 41, it is possible to smoothly decelerate without causing the driver to feel uncomfortable. Further, in order to match the set vehicle speed by adjusting the deceleration required for realizing the target speed calculated based on the difference between the target speed and the current host vehicle speed and the deceleration by the regenerative braking device 41. Therefore, even if there is a change in the braking force on the side of the regenerative braking device 41, it is possible to always obtain a stable required deceleration, and to perform a deceleration output that is comfortable for the driver. It becomes possible.

  Here, the configuration in which the electric motor used as the driving force source of the vehicle such as EV or HV is the electric motor 40 is shown, but the present invention is not limited to this, and the alternator of the vehicle using the internal combustion engine as the driving power source is the electric motor 40. It is good also as a structure used as.

  Further, in the above-described embodiment, the configuration in which the hydraulic brake device is used as the brake device 6 has been described. For example, an electric brake device may be used as the brake device 6. Further, when an electric brake device is used as the brake device 6, a configuration in which the amount of depression of the brake pedal 61 greater than a predetermined reference amount is detected by the displacement sensor 64 in the mode of changing the set vehicle speed by operating the brake pedal should be adopted. That's fine.

  The constant speed travel control devices 100, 100a, and 100b can be applied to a vehicle with a manual driving assistance device, or an electric three-wheeled vehicle or an electric four-wheeled vehicle, and are used in combination with a brake device of these vehicles. A manual switch 7 that can set the set vehicle speed may be provided. Furthermore, the constant speed travel control devices 100, 100a, 100b can be applied to industrial vehicles such as forklifts, and are provided with a manual switch 7 that can set a set vehicle speed in combination with a brake device for industrial vehicles. It is good also as a structure. Furthermore, the constant speed travel control devices 100, 100a, and 100b can be applied to a vehicle such as a driving training vehicle. The constant speed traveling control devices 100, 100a, and 100b are used in combination with a brake device on a passenger seat side of a vehicle such as a driving training vehicle. It is good also as a structure which provides the manual switch 7 which can be set.

  The present invention is not limited to the above-described embodiments, and various modifications can be made within the scope shown in the claims, and the technical means disclosed in different embodiments can be appropriately combined. Such embodiments are also included in the technical scope of the present invention.

DESCRIPTION OF SYMBOLS 1 Control apparatus (constant speed driving control means, stop detection means, parking transition means, speed limit information acquisition means trigger means), 2 vehicle speed sensor (vehicle speed detection means), 3 acceleration sensor (deceleration detection means), 4 brake pressure sensor (Hydraulic pressure detection means), 5 throttle drive, 6 brake device, 6a brake actuator, 7 manual switch (instruction means), 8 cancel switch, 9 indicator (new set vehicle speed display means, stop display means), 11 set vehicle speed determination (New set vehicle speed calculation means, new set vehicle speed determination means), 12 target speed calculation section (target speed calculation means), 13 required deceleration calculation section (required deceleration calculation means), 14 deceleration control section, 15 road surface slope estimation Part (road slope estimation means), 16 transition time setting part (transition time setting means), 20 parking brake device, 30 in-vehicle navigation device, 3 Camera (imaging device), 32 Image recognition device (image recognition means), 40 Electric motor, 41 Regenerative braking device, 61 Brake pedal, 62 MC, 63 WC, 64 Displacement sensor (displacement amount detection means), 100 / 100a / 100b fixed Speed control device (Vehicle speed control device)

Claims (15)

It is mounted on a vehicle having a brake device that generates a deceleration according to the operation amount,
Vehicle speed detection means for detecting the current vehicle speed, which is the current host vehicle speed,
Instruction means for instructing the start of constant speed traveling control;
Constant speed travel control means for controlling the driving force of the vehicle so that the host vehicle travels at the set vehicle speed with the own vehicle speed when the start of the constant speed travel control is instructed by the instruction means; A vehicle speed control device comprising:
A manual switch that outputs a signal indicating that the state has been switched in response to the operation input from the driver of the vehicle, and that the state has been switched in response to the operation input;
A new set vehicle speed calculating means for calculating a new set vehicle speed, which is a new set vehicle speed obtained by subtracting a predetermined amount of speed from the current set vehicle speed according to the signal;
Target speed calculation means for calculating a target speed to be taken sequentially in order to shift from the current set vehicle speed to the new set vehicle speed over a fixed time;
Request deceleration calculation means for calculating a required deceleration that is a deceleration necessary to realize the target speed based on a difference between the target speed and the current vehicle speed detected by the vehicle speed detection means; Prepared,
A speed control device for a vehicle, wherein the vehicle speed is adjusted to the newly set vehicle speed by sequentially decelerating at a deceleration based on the requested deceleration sequentially calculated by the requested deceleration calculating means.   The new set vehicle speed calculation means calculates, as the new set vehicle speed, a speed obtained by subtracting a certain amount of speed from the current set vehicle speed when receiving the input of the signal within a predetermined time in a single shot, When a signal input is received a plurality of times within a predetermined time, the speed obtained by subtracting the speed obtained by adding the number of signal inputs to the predetermined amount from the current set vehicle speed is calculated as the new set vehicle speed. The vehicle speed control device according to claim 1, wherein   The vehicle speed control device according to claim 1, further comprising a newly set vehicle speed display means for displaying the newly set vehicle speed at a position where the driver can visually recognize the vehicle. Deceleration detection means for detecting a current deceleration which is a current deceleration of the vehicle;
The road surface gradient estimation means for estimating a road surface gradient based on a difference between the current deceleration and the required deceleration calculated by the required deceleration calculation means, further comprising: The vehicle speed control device according to claim 1.   5. The vehicle speed control device according to claim 4, further comprising a transition time setting unit that sets the predetermined time in the target speed calculation unit according to the road surface gradient estimated by the road surface gradient estimation unit. .   When both the request for deceleration of the vehicle by operation of the brake device and the request for deceleration of the vehicle by operation of the manual switch are received simultaneously, the deceleration according to the operation amount of the brake device and the The vehicle speed control according to any one of claims 1 to 5, wherein the vehicle is decelerated in accordance with a larger absolute value of the deceleration among the requested decelerations calculated by the requested deceleration calculation means. apparatus.   When the current vehicle speed is equal to or higher than a predetermined threshold, the vehicle further comprises stop operation transition prohibiting means that does not shift to the stop operation of the vehicle even when the newly set vehicle speed calculated by the new set vehicle speed calculating means is zero. The vehicle speed control device according to any one of claims 1 to 6.   When the current vehicle speed is less than the predetermined threshold, the vehicle further comprises stop operation transition means for shifting to the vehicle stop operation when the new set vehicle speed calculated by the new set vehicle speed calculation means is zero. The vehicle speed control device according to claim 7.   9. The apparatus according to claim 8, further comprising stop display means for displaying information indicating that the vehicle is to be shifted to a stop operation when the vehicle is shifted to a stop operation of the vehicle at a position where the driver can visually recognize the vehicle. The vehicle speed control apparatus as described. Stop detection means for detecting stop of the vehicle;
When the state where the stop of the vehicle is detected by the stop detection means continues for a certain period or longer, the stopping operation of the vehicle due to the deceleration of the vehicle by the operation of the manual switch is canceled, and the vehicle is parked. The vehicle speed control device according to claim 9, further comprising: a parking shift unit that automatically operates the braking device to shift to parking. The vehicle is equipped with an electric motor,
A regenerative braking device that uses a rotational resistance during power generation of the motor as a braking force of the vehicle;
The required deceleration calculating means calculates the rotational resistance by the regenerative braking device from the deceleration required to realize the target speed, which is calculated based on the difference between the target speed and the current vehicle speed. The vehicle speed control device according to any one of claims 1 to 10, wherein a deceleration obtained by subtracting a deceleration generated when used as a braking force of the vehicle is calculated as the required deceleration. It is mounted on a vehicle having a brake device that generates a deceleration according to the depression force of the brake pedal,
Vehicle speed detection means for detecting the current vehicle speed, which is the current host vehicle speed,
Instruction means for instructing the start of constant speed traveling control;
Constant speed travel control means for controlling the driving force of the vehicle so that the host vehicle travels at the set vehicle speed with the own vehicle speed when the start of the constant speed travel control is instructed by the instruction means; A vehicle speed control device comprising:
A displacement amount detecting means for detecting a displacement amount of the brake pedal;
Trigger means for outputting a signal indicating that the brake pedal is displaced when the displacement amount of the brake pedal detected by the displacement amount detection means is equal to or greater than a predetermined reference amount;
A new set vehicle speed calculating means for calculating a new set vehicle speed, which is a new set vehicle speed obtained by subtracting a predetermined amount of speed from the current set vehicle speed according to the signal;
Target speed calculation means for calculating a target speed to be taken sequentially in order to shift from the current set vehicle speed to the new set vehicle speed over a fixed time;
Request deceleration calculation means for calculating a required deceleration that is a deceleration necessary to realize the target speed based on a difference between the target speed and the current vehicle speed detected by the vehicle speed detection means; Prepared,
A speed control device for a vehicle, wherein the vehicle speed is adjusted to the newly set vehicle speed by sequentially decelerating at a deceleration based on the requested deceleration sequentially calculated by the requested deceleration calculating means. It is mounted on a vehicle having a hydraulic brake device that generates a deceleration according to the depression force of the brake pedal,
Vehicle speed detection means for detecting the current vehicle speed, which is the current host vehicle speed,
Instruction means for instructing the start of constant speed traveling control;
Constant speed travel control means for controlling the driving force of the vehicle so that the host vehicle travels at the set vehicle speed with the own vehicle speed when the start of the constant speed travel control is instructed by the instruction means; A vehicle speed control device comprising:
Oil pressure detecting means for detecting the brake oil pressure of the brake device;
Trigger means for outputting a signal indicating that the brake hydraulic pressure is equal to or greater than a predetermined reference amount when the brake hydraulic pressure detected by the hydraulic pressure detection means is equal to or greater than a predetermined reference amount;
A new set vehicle speed calculating means for calculating a new set vehicle speed, which is a new set vehicle speed obtained by subtracting a predetermined amount of speed from the current set vehicle speed according to the signal;
Target speed calculation means for calculating a target speed to be taken sequentially in order to shift from the current set vehicle speed to the new set vehicle speed over a fixed time;
Request deceleration calculation means for calculating a required deceleration that is a deceleration necessary to realize the target speed based on a difference between the target speed and the current vehicle speed detected by the vehicle speed detection means; Prepared,
A speed control device for a vehicle, wherein the vehicle speed is adjusted to the newly set vehicle speed by sequentially decelerating at a deceleration based on the requested deceleration sequentially calculated by the requested deceleration calculating means. It is mounted on a vehicle having a brake device that generates a deceleration according to the operation amount,
Vehicle speed detection means for detecting the current vehicle speed, which is the current host vehicle speed,
Instruction means for instructing the start of constant speed traveling control;
Constant speed travel control means for controlling the driving force of the vehicle so that the host vehicle travels at the set vehicle speed with the own vehicle speed when the start of the constant speed travel control is instructed by the instruction means; A vehicle speed control device comprising:
Speed limit information acquisition means for acquiring information on the speed limit of the road on which the vehicle is traveling from map information held by an in-vehicle navigation device mounted on the vehicle;
A manual switch that outputs a signal indicating that the state has been switched in response to the operation input from the driver of the vehicle, and that the state has been switched in response to the operation input;
A new set vehicle speed determining means for determining, as a new set vehicle speed, the speed indicated by the speed limit information acquired by the speed limit information acquiring means when receiving the input of the signal;
Target speed calculation means for calculating a target speed to be taken sequentially in order to shift from the current set vehicle speed to the new set vehicle speed over a fixed time;
Request deceleration calculation means for calculating a required deceleration that is a deceleration necessary to realize the target speed based on a difference between the target speed and the current vehicle speed detected by the vehicle speed detection means; Prepared,
A speed control device for a vehicle, wherein the vehicle speed is adjusted to the newly set vehicle speed by sequentially decelerating at a deceleration based on the requested deceleration sequentially calculated by the requested deceleration calculating means. It is mounted on a vehicle having a brake device that generates a deceleration according to the operation amount,
Vehicle speed detection means for detecting the current vehicle speed, which is the current host vehicle speed,
Instruction means for instructing the start of constant speed traveling control;
Constant speed travel control means for controlling the driving force of the vehicle so that the host vehicle travels at the set vehicle speed with the own vehicle speed when the start of the constant speed travel control is instructed by the instruction means; A vehicle speed control device comprising:
Information on speed limit and road surface indicated on a road sign of a road on which the vehicle is traveling by image recognition based on an image captured by an imaging device that captures at least one of the front and rear images of the vehicle Image recognition means for recognizing at least one of the speed limit information of the speed limit information indicated on the sign;
A manual switch that outputs a signal indicating that the state has been switched in response to the operation input from the driver of the vehicle, and that the state has been switched in response to the operation input;
A new set vehicle speed determining means for determining the speed indicated by the information on the speed limit recognized by the image recognition means as a new set vehicle speed when receiving the input of the signal;
Target speed calculation means for calculating a target speed to be taken sequentially in order to shift from the current set vehicle speed to the new set vehicle speed over a fixed time;
Request deceleration calculation means for calculating a required deceleration that is a deceleration necessary to realize the target speed based on a difference between the target speed and the current vehicle speed detected by the vehicle speed detection means; Prepared,
A speed control device for a vehicle, wherein the vehicle speed is adjusted to the newly set vehicle speed by sequentially decelerating at a deceleration based on the requested deceleration sequentially calculated by the requested deceleration calculating means.

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