JP2014193659A - Traveling control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain an appropriate traveling performance at a time of a right turn while keeping a fuel suppression effect.SOLUTION: A traveling control device 100 comprises: a speed derivation unit 152 deriving a speed of a vehicle 1 mounting therein the traveling control device 100; a traveling mode setting unit 160 setting a traveling mode from a plurality of traveling modes including a fuel economy priority mode for prioritizing fuel economy and an acceleration priority mode for prioritizing acceleration; and an engine control unit 162 controlling an operation state of an engine of the vehicle 1 according to the set traveling mode. The traveling mode setting unit 160 temporarily switches the traveling mode to the acceleration priority mode if the vehicle 1 stops or the speed of the vehicle 1 is equal to or lower than a predetermined value and the traveling mode is the fuel economy priority mode while a right turn is detected, returns the traveling mode to the fuel economy priority mode after completion of starting operation, and keeps the acceleration priority mode if the traveling mode is the acceleration mode.

Description

  The present invention relates to a travel control device that controls an operation state of an engine of a host vehicle in accordance with a driving situation.

  In recent years, as a technology to reduce fuel consumption and exhaust gas in vehicles such as automobiles, gear shifting control that suppresses engine speed by making the transmission high geared, idle stop control that stops the engine when the host vehicle stops such as waiting for a signal or traffic jam, accelerator The throttle control etc. which suppress the acceleration with respect to the stepping in are adopted.

  For example, in Patent Document 1, in order to promote driving with low fuel consumption, it is assumed that the driving force of the accelerator pedal is increased so that the driver does not step on the accelerator pedal more than necessary. Based on this, a technique is disclosed in which when a driver's intention to turn right is detected, an increase in pedaling force is suppressed and smooth acceleration is performed.

International Publication No. 2011/092957

  The technology of Patent Document 1 increases the pedal effort of the accelerator pedal in a region where the fuel efficiency of the engine deteriorates. Therefore, when the driver intends to accelerate the host vehicle, the driver usually depresses to a region where the accelerator pedal is heavy (the accelerator opening is large). Under such circumstances that the driver is accustomed to the pedaling force characteristics of the accelerator pedal, if the increase in the pedaling force of the accelerator pedal is automatically reduced only when the host vehicle turns right, the driver can accelerate quickly. Even if it is not intended, the accelerator pedal will lighten arbitrarily and will accelerate further, resulting in a sense of incongruity.

  In this way, regardless of the driver's intention, if the pedal effort of the accelerator pedal changes according to the determination of the control unit on the vehicle side, the driver must predict and operate the operation of the control unit on the vehicle side. It is difficult to apply a clear pedal force change intended by the person, and there is a risk that the fuel consumption suppression effect cannot be fully exhibited.

  In view of such problems, an object of the present invention is to provide a travel control device capable of obtaining an appropriate travel performance even when making a right turn while maintaining a fuel consumption suppression effect.

  In order to solve the above problems, a travel control device of the present invention includes a plurality of travels including a speed deriving unit that derives the speed of the host vehicle, a fuel efficiency priority mode that prioritizes fuel consumption, and an acceleration priority mode that prioritizes acceleration. A mode setting unit that sets one driving mode from the mode, and an engine control unit that controls the operating state of the engine of the host vehicle according to the set driving mode. The driving mode setting unit is configured to stop or stop the host vehicle. When the speed of the vehicle is below a predetermined value and a right turn is detected, if the travel mode is the fuel efficiency priority mode, the travel mode is once switched to the acceleration priority mode and returned to the fuel efficiency priority mode after the start operation is completed. If the traveling mode is the acceleration priority mode, the acceleration priority mode is maintained.

  The detection of the right turn may be performed based on an image captured by the in-vehicle camera.

  The detection of the right turn may be performed when the preceding vehicle does not exist and the oncoming vehicle is detected when the host vehicle stops.

  The engine control unit may stop the engine when the host vehicle stops if the driving mode is the fuel efficiency priority mode, and may not stop the engine when the host vehicle stops if the driving mode is the acceleration priority mode.

  According to the present invention, it is possible to obtain an appropriate traveling performance after reliably determining the driver's intention to turn right in consideration of the environment around the host vehicle while maintaining the fuel consumption suppression effect.

It is the functional block diagram which showed the schematic structure of the traveling control apparatus. It is explanatory drawing for demonstrating a luminance image and a distance image. It is explanatory drawing for demonstrating operation | movement of the target object specific | specification part. It is explanatory drawing for demonstrating operation | movement of a driving mode setting part. It is explanatory drawing for demonstrating operation | movement of a driving mode setting part. It is the flowchart which showed the flow of the whole process of the traveling control method.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. The dimensions, materials, and other specific numerical values shown in the embodiment are merely examples for facilitating understanding of the invention, and do not limit the present invention unless otherwise specified. In the present specification and drawings, elements having substantially the same function and configuration are denoted by the same reference numerals, and redundant description is omitted, and elements not directly related to the present invention are not illustrated. To do.

(Vehicle system)
In a vehicle such as an automobile, power is obtained by a driving mechanism such as an engine, and steering or braking of the vehicle is executed by a driver's operation through a steering wheel or a brake pedal. Also, in recent years, the road environment ahead of the host vehicle is imaged by an outside environment recognition unit including an in-vehicle camera mounted on the vehicle, and an object such as a preceding vehicle is identified based on color information and position information in the image, Vehicles equipped with a so-called collision prevention function that avoids a collision with a specified object by brake control or keeps the distance between the vehicle and the preceding vehicle at a safe distance (ACC: Adaptive Cruise Control) are becoming widespread. In addition, for the purpose of reducing fuel consumption and exhaust gas, it is equipped with a so-called idle stop function that automatically stops the engine when the vehicle stops due to traffic light or traffic jams, and restarts the engine when the engine needs to be operated. The number of vehicles is increasing. Further, a plurality of travel modes such as an acceleration priority mode that prioritizes acceleration of the host vehicle and a fuel efficiency priority mode that prioritizes fuel efficiency are prepared, and the driver can select a steady travel mode. The functions of the vehicle itself such as the drive mechanism, steering, and braking are disclosed in various existing documents, for example, Japanese Patent Application Laid-Open No. 2012-116299 of the same applicant.

  However, when traveling for the purpose of reducing fuel consumption, such as the fuel efficiency priority mode, acceleration of the vehicle is negligible, and sufficient traveling performance may not be obtained when the host vehicle restarts during a right turn or the like. Further, in a vehicle equipped with an idle stop function, the engine is stopped in response to the stop of the host vehicle, and the engine is restarted at the time of starting, so that the acceleration may be further delayed.

  Accordingly, in the present embodiment, the intention of the driver to turn right is appropriately grasped by considering the road environment ahead of the host vehicle using the outside environment recognition unit in the above-described collision prevention function. And it aims at obtaining high driving performance by controlling an engine appropriately, maintaining the fuel-consumption suppression effect based on such a driver | operator's right turn intention. Hereinafter, the traveling control apparatus 100 that realizes such traveling performance will be described in detail.

(Running control device 100)
FIG. 1 is a functional block diagram illustrating a schematic configuration of the travel control device 100. The travel control device 100 includes an I / F unit that exchanges information in one direction or two-way with other devices in the host vehicle 1, a RAM, a flash memory, an HDD, and the like, and is necessary for processing of each functional unit. A data holding unit for holding various information, a central processing unit (CPU), a ROM storing programs, a RAM as a work area, a semiconductor integrated circuit, and the like, and controlling the entire traveling control device 100 And a central control unit (not shown). The central control unit functions as the vehicle exterior environment recognition unit 102, the input unit 104, and the control unit 106 in cooperation with the I / F unit and the data holding unit. Hereinafter, the vehicle environment recognition unit 102, the input unit 104, and the control unit 106 will be described.

(External vehicle environment recognition unit 102)
The vehicle exterior environment recognition unit 102 includes an image processing unit 120 and an object specifying unit 122, acquires image data obtained by capturing the road environment ahead of the host vehicle 1, and within the image based on the image data. An object such as a preceding vehicle is specified based on color information and position information. Here, the object is not only a solid object such as a vehicle (preceding vehicle, oncoming vehicle), a traffic light, a road (traveling zone), a traffic sign, a guardrail, or a building, but also a tail lamp or blinker (direction indicator). Also included are things that can be specified as a three-dimensional object, such as each lighting part of a traffic light. In addition, it is assumed that the vehicle exterior environment recognition unit 102 is originally mounted in the host vehicle 1 in advance in order to perform the collision prevention function.

  The image processing unit 120 continuously acquires image data obtained by imaging the road environment in the detection area in front of the host vehicle 1 from the imaging device 10 every frame (60 fps) for 1/60 seconds, for example, and updates the image data. As a trigger, image processing is performed. Here, the imaging device 10 includes, for example, two imaging devices such as a charge-coupled device (CCD) and a complementary metal-oxide semiconductor (CMOS), and the light of each of the two imaging devices on the traveling direction side of the host vehicle 1. They are spaced apart in a substantially horizontal direction so that the axes are substantially parallel. Further, the imaging device 10 can acquire the brightness of a color image, that is, three hues (red: R, green: G, blue: B) in units of pixels. However, the image is not limited to a color image, and a monochrome image may be used. Here, an image captured by the imaging device 10 is referred to as a luminance image, and is distinguished from a distance image described later.

  FIG. 2 is an explanatory diagram for explaining the luminance image 210 and the distance image 212. When the image processing unit 120 acquires image data for the detection region 214 from each of the two imaging elements of the imaging device 10, the image processing unit 120 derives parallax (parallax information) using so-called pattern matching. Specifically, a block corresponding to a block arbitrarily extracted from the luminance image 210 based on one image data shown in FIG. 2A (for example, an array of 4 horizontal pixels × 4 vertical pixels) is used as the other image data. Search from the luminance image 210 based on. Here, the horizontal indicates the horizontal direction of the captured image, and the vertical indicates the vertical direction of the captured image. The image processing unit 120 associates the parallax information derived in this way (corresponding to a relative distance described later) with the image data, and generates a distance image 212 shown in FIG. Each block in such a distance image 212 is associated with the parallax of that block. Here, for convenience of explanation, in the distance image 212, blocks from which parallax is derived are represented by black dots.

  Returning to FIG. 1, the object specifying unit 122 acquires the luminance image 210 and the distance image 212 from the image processing unit 120, and obtains the luminance based on the luminance image 210 and the three-dimensional position information based on the distance image 212. It is used to specify which target object (pixel or block) in the detection region 214 corresponds to. At this time, the object specifying unit 122 converts the disparity information for each block in the detection area 214 in the distance image 212 into three-dimensional position information including a horizontal distance, a height, and a relative distance using a so-called stereo method. Convert. Here, the stereo method is a method of deriving a relative distance of the target object from the imaging device 10 from the parallax of the target object by using a triangulation method. At this time, the object specifying unit 122 determines the target part based on the relative distance of the target part and the detected distance on the distance image 212 between the point on the road surface and the target part at the same relative distance as the target part. Deriving the height from the road surface.

  Further, in the present embodiment, the object specifying unit 122 is a functional unit such as a light source specifying unit 130, a traveling zone specifying unit 132, a preceding vehicle specifying unit 134, and an oncoming vehicle specifying unit 136, depending on the object to be specified. Function as. The light source specifying unit 130 specifies a light source such as a tail lamp or signal of a vehicle. The travel zone specifying unit 132 specifies a travel zone having a white line or a side wall in the travel direction of the host vehicle 1 as a boundary. The preceding vehicle specifying unit 134 specifies the presence or absence of a preceding vehicle. The oncoming vehicle specifying unit 136 specifies the presence or absence of an oncoming vehicle. Hereinafter, each functional unit of the object specifying unit 122 will be described in detail.

  FIG. 3 is an explanatory diagram for explaining the operation of the object specifying unit 122. Here, the identification procedure of the tail lamp of the vehicle by the light source identification unit 130 among the functional units of the object identification unit 122 will be described as an example and the identification procedure will be described. First, the light source specifying unit 130 determines that the luminance of an arbitrary target part in the luminance image 210 is the luminance range of the target object (tail lamp) (for example, the reference value is the luminance (R) and the luminance (G) is the reference value (R). It is determined whether or not the luminance (B) is included in the reference value (R) 0.38 or less). And if it is contained in the brightness | luminance range used as object, the identification number which shows the said target object will be attached | subjected to the object site | part. Here, as shown in the enlarged view of FIG. 3, the identification number “1” is assigned to the target portion corresponding to the target (tail lamp).

  Next, the light source specifying unit 130 uses an arbitrary target part as a base point, and the difference between the target part and the horizontal distance and the height (which may further include a difference in relative distance) are within a predetermined range. The target parts that are considered to correspond to the same target object (with the same identification number) are grouped, and the target parts are also made an integrated target part group. Here, the predetermined range is represented by a distance in the real space, and can be set to an arbitrary value (for example, 1.0 m). The light source specifying unit 130 also has an object (tail lamp) in which a difference in horizontal distance and a difference in height are within a predetermined range with respect to a target part newly added by grouping, using the target part as a base point. Group equal target areas. As a result, if the distances between the target parts with the same identification number are within a predetermined range, all the target parts are grouped. Here, as shown in the enlarged view of FIG. 3, the target part group 220 is formed by grouping the target parts with the identification number “1”.

  Subsequently, the light source identification unit 130 determines that the grouped target part group 220 has a height range (for example, 0.3 to 2.0 m) and a width range (for example, 0.05 to 0) associated with the target object. .2m) and a shape (for example, a circular shape) or the like is determined. Here, regarding the shape, the shape is compared with reference to a template associated with the object in advance (pattern matching), and it is determined that the condition is satisfied because there is a correlation greater than or equal to a predetermined value. If the predetermined condition is satisfied, the grouped target part group 220 is determined as a target (tail lamp). Although an example in which a tail lamp is specified as an object has been described here, it goes without saying that the light source specifying unit 130 can also specify a light source such as a signal color, a blinker, or a headlight.

  Similarly, the other functional units of the object specifying unit 122 can be specified in the same procedure using the luminance based on the luminance image 210 and the three-dimensional position information based on the distance image 212. For example, the travel zone specifying unit 132 specifies a travel zone having a white line or a side wall in the travel direction of the host vehicle 1 as a boundary based on the shape, size, and color on the road surface. The preceding vehicle specifying unit 134 specifies the shape, height, and size of the object located within a predetermined relative distance ahead of the host vehicle 1, and the driving zone and the light source specifying unit 130 specified by the driving zone specifying unit 132. The presence / absence of the preceding vehicle 222 is specified based on the relative position of the tail lamp, the blinker, etc. on the object. The oncoming vehicle specifying unit 136 specifies the shape, height, and size of the object located within a predetermined relative distance ahead of the host vehicle 1, and the driving zone and the light source specifying unit 130 specified by the driving zone specifying unit 132. The presence or absence of the oncoming vehicle 224 is specified based on the relative position of the headlight or the like on the object.

  The preceding vehicle specifying unit 134 and the oncoming vehicle specifying unit 136 further assign different IDs to the vehicles in the road environment ahead of the host vehicle 1. Then, each vehicle is tracked by the ID. Here, the preceding vehicle specifying unit 134 refers to the travel zone specified by the travel zone specifying unit 132, and for example, when the vehicle is in the same travel zone as the host vehicle 1, derives the relative speed of the vehicle. A vehicle having a relative speed within a predetermined range (for example, −10 to 10 km / h) in the same traveling zone is defined as a preceding vehicle 222. Here, the relative speed can be obtained by dividing the relative distance between the host vehicle 1 and the preceding vehicle 222 by unit time. Further, the oncoming vehicle specifying unit 136 further refers to the travel zone specified by the travel zone specifying unit 132, and for example, when the vehicle is in a travel zone different from the own vehicle 1, derives the relative speed of the vehicle. When the relative speed of a vehicle in the same traveling zone with respect to the host vehicle 1 is larger than the absolute speed of the host vehicle 1 by a predetermined value (for example, 18 km / h) or more, the vehicle is set as the oncoming vehicle 224.

  As a means for deriving the absolute acceleration / deceleration (absolute acceleration) of the preceding vehicle 222, various existing techniques, for example, the technique of JP 2012-206700 of the same applicant can be used. .

  In the above description, the preceding vehicle specifying unit 134 and the oncoming vehicle specifying unit 136 track the preceding vehicle 222 and the like according to the travel zone specified by the travel zone specifying unit 132, but a so-called navigation unit is mounted on the host vehicle 1. In this case, each process may be performed according to the travel zone in the navigation unit. The navigation unit obtains the absolute position of the host vehicle 1 including latitude, longitude, and the like from a GPS receiving unit (not shown) via the I / F unit, the speed sensor 14 (see FIG. 1), and the gyro sensor. The relative position from the reference position is obtained by (not shown) or the like, and the position of the host vehicle 1 on the map is derived by the combination. Further, the navigation unit holds map data. Based on the map data and the position of the host vehicle 1 on the map, the road on which the host vehicle 1 is traveling and its travel zone (if there are a plurality of maps). Which of the plurality of traveling zones is determined).

(Input unit 104)
Returning to FIG. 1, the input unit 104 includes an accelerator deriving unit 150, a speed deriving unit 152, and a travel mode switching unit 154.

  The accelerator deriving unit 150 acquires the amount of depression of the host vehicle 1 on the accelerator pedal 12 and derives the operation amount of the driver to the accelerator pedal 12. The speed deriving unit 152 acquires the detection signal of the speed sensor 14 and derives the speed of the host vehicle 1.

  The travel mode switching unit 154 acquires the set position of the changeover switch 16 and derives the travel mode set by the driver. Thus, the travel mode desired by the driver can be set in the host vehicle 1. However, the driving mode setting unit 160, which will be described later, may be internally switched to another driving mode depending on the driving situation.

  In the present embodiment, three modes of “mode 1”, “mode 2”, and “mode 3” are provided as travel modes. Hereinafter, each traveling mode will be described.

  Mode 1 (safe mode) functions as a fuel efficiency priority mode that prioritizes fuel efficiency, and saves engine torque and, in vehicles equipped with an automatic transmission, saves engine torque in synchronization with transmission shift control. The increase transition of the driving force of the engine 18 with respect to 12 operations can be set gently, so that both smooth running performance and low fuel consumption running can be achieved. The mode 1 further employs a so-called idle stop function that automatically stops the engine 18 when the vehicle stops due to traffic light or traffic jams, and restarts the engine 18 when the engine 18 needs to be operated. May be.

  Mode 2 (normal mode) is a mode in which controllability of vehicle speed is given priority over mode 1 and is linear with respect to the amount of depression of accelerator pedal 12 (accelerator opening) from any speed range of the vehicle. High acceleration can be performed. This mode 2 is an all-round driving mode that exhibits a comfortable driving performance over a wide range of driving conditions.

  Mode 3 (power mode) is an acceleration priority mode in which acceleration is given priority over mode 2, and it has an output characteristic with excellent response from the low rotation range to the high rotation range of the engine 18 to maximize the performance of the engine 18. This is a driving mode that emphasizes response. In such mode 3, the driving force of the engine 18 directly reacts to the operation of the accelerator pedal 12, and the driver can obtain a high acceleration feeling. In mode 3 and mode 2, the idle stop function is limited.

(Control unit 106)
The control unit 106 includes a travel mode setting unit 160 and an engine control unit 162. The travel mode setting unit 160 sets the travel mode to be actually used according to the travel mode desired by the driver acquired through the changeover switch 16 and the driving situation of the host vehicle 1. Therefore, the travel mode is exclusively set to any one of modes 1 to 3 described above, and the set travel mode is maintained until the travel mode is switched by travel mode setting unit 160.

  The engine control unit 162 controls the operation state of the engine 18 and the state of the transmission 20 of the host vehicle 1 according to the travel mode set by the travel mode setting unit 160. For example, when the traveling mode is set to mode 1, the engine control unit 162 satisfies the predetermined engine automatic stop condition in the operation state of the engine 18 (including the driving state and the idle state). When the operation state is changed to the stop state and then the restart condition of the engine 18 is satisfied, the operation state is changed.

  Here, the operating state is a state in which the engine 18 is operated. Of these, the driving state refers to operating the engine 18 with a load applied. In the idle state, the throttle valve is fully closed and no operation is performed. It means that the engine 18 is operated in a load state. The stop state is a state in which the engine 18 is automatically stopped by cutting off the energization of the ignition circuit of the engine 18. When the operating state of the engine 18 transitions from the stopped state to the operating state, the engine 18 is restarted by energizing the starter and the engine ignition circuit as in the case of starting the engine 18. In addition, the engine control unit 162 increases the acceleration performance of the engine 18 with respect to the amount of depression of the accelerator pedal 12 (accelerator opening) when mode 2 or mode 3 is set, compared to when mode 1 is set. Increase.

(Operation of travel mode setting unit 160)
4 and 5 are explanatory diagrams for explaining the operation of the travel mode setting unit 160. FIG. As described above, once the travel mode is set to any one of modes 1 to 3, the travel mode set by the travel mode setting unit 160 is maintained until the travel mode is switched. For example, when the changeover switch 16 is set to mode 1 and the travel mode setting unit 160 sets mode 1 as the travel mode accordingly, the travel performance in which fuel efficiency is prioritized is maintained. Further, when the changeover switch 16 is set to mode 2 and the driving mode setting unit 160 sets mode 2 as the driving mode accordingly, the driving performance in which acceleration is prioritized is maintained.

  However, for example, when the host vehicle 1 is stopped when turning right at an intersection and the vehicle restarts according to the situation of the oncoming vehicle, the driving mode for reducing fuel consumption like mode 1 is set. The acceleration of the vehicle may be neglected, and sufficient traveling performance may not be obtained when the host vehicle 1 starts. Further, when the idle stop function is added in mode 1, the engine 18 is also stopped according to the stop of the host vehicle 1, and the engine 18 is restarted at the time of start, so that the acceleration is delayed.

  Therefore, when the host vehicle 1 makes a right turn and the driving mode that prioritizes fuel consumption is set, the driving mode is switched so that the host vehicle 1 can accelerate quickly to obtain appropriate driving performance. Specifically, as shown in FIG. 4, the travel mode setting unit 160 stops the host vehicle 1 or the speed is equal to or lower than a predetermined value (operation speed of idle stop) (immediately before the stop) and detects a right turn, that is, If the driver's intention to make a right turn is detected and the driving mode is mode 1, the driving mode is temporarily switched to mode 2, and then returned to mode 1 after completion of the restart operation. If the travel mode is mode 2 or mode 3 from the beginning, travel mode setting unit 160 maintains the travel mode. Thus, the host vehicle 1 can be quickly accelerated even when starting from a right turn stop. Further, as described above, in mode 2, since the idle stop function is limited and the engine 18 is not stopped when the host vehicle 1 is stopped, the time spent for restarting the engine 18 can be eliminated.

  The right turn is detected when all of the following conditions (1) and (2) are satisfied. That is, as shown in FIG. 5, (1) when the host vehicle 1 stops, the preceding vehicle specifying unit 134 does not specify the presence of the preceding vehicle 222, and (2) the oncoming vehicle specifying unit 136 is present of the oncoming vehicle 224. Is specified. Therefore, when the preceding vehicle specifying unit 134 or the oncoming vehicle specifying unit 136 does not function, such as when the imaging apparatus 10 is stopped, when the preceding vehicle 222 exists, or when the oncoming vehicle 224 is not detected, the driving mode The setting unit 160 does not switch the traveling mode.

  Here, since the right turn (the driver's intention to turn right) is detected based on the image processed by the image processing unit 120, the driver's right turn operation and the detection of the blinker (direction indicator) are detected. The intention to turn right can be determined reliably and early. Therefore, when mode 1 is set as the travel mode, travel mode setting unit 160 can quickly switch the travel mode in consideration of the driver's intention to turn right, and can obtain sufficient acceleration performance at an early stage. Become.

  In addition, when the traveling mode is switched from mode 1 to mode 2 at the time of a right turn, the traveling mode setting unit 160 has an acceleration of the own vehicle 1 of 0 (zero) or less (constant speed state or deceleration) after the own vehicle 1 restarts. When the vehicle 1 is in a straight traveling state, the traveling mode is returned from mode 2 to mode 1 assuming that the vehicle has left the right turn state.

  In this way, it is possible to obtain an appropriate driving performance after reliably determining the driver's intention to make a right turn in consideration of the environment around the host vehicle 1 while maintaining the fuel consumption suppression effect.

(Driving control method)
FIG. 6 is a flowchart showing an overall processing flow of the traveling control method. Here, a process periodically executed by interruption is shown.

  The travel mode setting unit 160 determines whether or not the travel mode is mode 1 and the mode switching flag is OFF (S200). Here, the mode switching flag is a flag indicating whether or not the traveling mode has been automatically switched by the traveling mode setting unit 160. As a result, if it is mode 1 and the mode switching flag is OFF (YES in S200), traveling mode setting unit 160 determines whether host vehicle 1 is stopped or the speed is equal to or less than a predetermined value ( S202). As a result, if the host vehicle 1 is stopped or the speed is equal to or lower than the predetermined value (YES in S202), the traveling mode setting unit 160 determines whether or not the preceding vehicle 222 for the right turn exists when the host vehicle 1 stops. It is determined whether or not (S204). As a result, if the preceding vehicle 222 for the right turn does not exist (YES in S204), the traveling mode setting unit 160 determines whether the oncoming vehicle 224 exists (S206). As a result, if there is an oncoming vehicle 224 (YES in S206), traveling mode setting unit 160 switches the traveling mode from mode 1 to mode 2, sets the mode switching flag to ON (S208), and ends the traveling control method. To do. Moreover, also when not satisfy | filling any conditions of said step S202-S206, the said travel control method is complete | finished.

  If the travel mode is not mode 1 or if the mode switching flag is ON (NO in S200), travel mode setting unit 160 indicates that the travel mode is mode 2 and the mode switching flag is ON. Whether or not (S210). As a result, if it is mode 2 and the mode switching flag is ON (YES in S210), the traveling mode setting unit 160 determines whether or not the host vehicle 1 has started, in other words, the host vehicle 1 It is determined whether or not the speed is equal to or higher than a predetermined value corresponding to traveling (S212). As a result, if the host vehicle 1 has started (YES in S212), the traveling mode setting unit 160 determines whether or not the acceleration of the host vehicle 1 is 0 or less (S214). As a result, if the acceleration of the host vehicle 1 is 0 or less (YES in S214), the traveling mode setting unit 160 determines whether or not the host vehicle 1 is in a straight traveling state (S216). As a result, if the host vehicle 1 is in the straight traveling state (YES in S216), the traveling mode setting unit 160 returns the traveling mode from mode 2 to mode 1, turns the mode switching flag OFF (S218), and the traveling control method concerned Exit. Moreover, also when not satisfy | filling any conditions of said step S210-S216, the said traveling control method is complete | finished.

  As described above, in the present embodiment, while maintaining the fuel consumption suppression effect, the driver's right turn intention is determined with certainty in consideration of the surrounding environment of the host vehicle 1 through the outside environment recognition unit 102, It is possible to achieve a good driving performance.

  Also provided are a program that causes a computer to function as the travel control apparatus 100 and a computer-readable storage medium such as a flexible disk, a magneto-optical disk, a ROM, a CD, a DVD, or a BD that stores the program. Here, the program refers to data processing means described in an arbitrary language or description method.

  As mentioned above, although preferred embodiment of this invention was described referring an accompanying drawing, it cannot be overemphasized that this invention is not limited to this embodiment. It will be apparent to those skilled in the art that various changes and modifications can be made within the scope of the claims, and these are naturally within the technical scope of the present invention. Is done.

  For example, in the above-described embodiment, the example in which the right turn is detected based on the image processed by the image processing unit 120 has been described. However, the present invention is not limited to this, and in addition to or in addition to the above, a blinker is used instead. A right turn may be detected by a (direction indicator) or a navigation system.

  In the above-described embodiment, when the host vehicle 1 stops, the preceding vehicle specifying unit 134 does not specify the presence of the preceding vehicle 222, and the oncoming vehicle specifying unit 136 specifies the presence of the oncoming vehicle 224. In this case, a right turn is detected. In addition, whether or not the own vehicle 1 is located in the rightmost traveling zone among one or a plurality of traveling zones, and the traveling schedule of the own vehicle 1 Conditions such as whether or not the angle formed by the trajectory and the travel zone is not less than a predetermined range (for example, the absolute value is 5 degrees) may be set. In this way, it is possible to improve the detection accuracy of the right turn.

  Moreover, in embodiment mentioned above, in the country where a vehicle drive | works a left lane, such as Japan, the case where it moves to the road which crosses over a right lane (right turn) is illustrated, and a vehicle drive | works a right lane In the country, it goes without saying that it corresponds to the case of moving across the left lane (turning left). In this case, the words about the left and right in the embodiment can be understood by replacing them with opposite (right and left) words.

  Note that the steps of the travel control method of the present specification do not necessarily have to be processed in time series in the order described in the flowchart, and may include processing in parallel or a subroutine.

  INDUSTRIAL APPLICABILITY The present invention can be used for a travel control device that changes the operating state of the engine of the host vehicle between a driving state and a stopped state according to a driving situation.

DESCRIPTION OF SYMBOLS 1 ... Own vehicle 18 ... Engine 100 ... Traveling control apparatus 102 ... Out-of-vehicle environment recognition unit 134 ... Leading vehicle specific | specification part 136 ... Oncoming vehicle specific | specification part 152 ... Speed deriving part 160 ... Traveling mode setting part 162 ... Engine control part

Claims (4)

A speed deriving unit for deriving the speed of the host vehicle;
A travel mode setting unit that sets one travel mode from a plurality of travel modes including a fuel efficiency priority mode that prioritizes fuel efficiency and an acceleration priority mode that prioritizes acceleration;
An engine control unit that controls the operating state of the engine of the host vehicle according to the set travel mode;
With
The travel mode setting unit temporarily accelerates the travel mode if the travel mode is the fuel efficiency priority mode when the host vehicle is stopped or the speed of the host vehicle is less than a predetermined value and a right turn is detected. A travel control device that switches to a priority mode, returns to the fuel efficiency priority mode after the start operation is completed, and maintains the acceleration priority mode if the travel mode is the acceleration priority mode.   The travel control device according to claim 1, wherein the detection of the right turn is performed based on an image captured by an in-vehicle camera.   The travel control device according to claim 2, wherein the detection of the right turn is performed when a preceding vehicle does not exist and the oncoming vehicle is detected when the host vehicle stops.   The engine control unit stops the engine when the host vehicle is stopped if the driving mode is the fuel efficiency priority mode, and does not stop the engine when the host vehicle stops if the driving mode is the acceleration priority mode. The travel control device according to any one of claims 1 to 3.