JP2018086972A - Traveling control device, method for controlling the same, vehicle and program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce rapid change of braking/driving force of a vehicle.SOLUTION: A traveling control device for controlling traveling of a vehicle having an automatic speed control function includes: a determination section for determining whether a driver has an intention to change speed of the vehicle on the basis of operation amount of a speed change operation element; a first decision section for deciding a first target value of braking/driving force of the vehicle by using the automatic speed control function; a second decision section for deciding a second target value of the braking/driving force of the vehicle on the basis of the operation amount of the speed change operation element; and a control section for controlling the braking/driving force of the vehicle. When the automatic speed control function is effective and a determination that the driver does not have an intention to change speed is made, the control section controls the braking/driving force of the vehicle to the first target value. When the automatic speed control function is effective and a determination that the driver has an intention to change speed is made, the control section controls the braking/driving force of the vehicle to one of the first target value and the second target value.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a vehicle travel control technology.

  In recent years, an automatic speed control function called ACC (Adaptive Cruise Control) has been realized. Patent Document 1 discloses a technique (so-called override) that controls the acceleration of a vehicle according to the accelerator pedal operation amount when the acceleration according to the accelerator pedal operation amount by the driver exceeds the acceleration / deceleration required by the ACC. Is described. As a result, even when the vehicle is traveling in the ACC, acceleration can be further performed according to the driver's intention.

Japanese Patent Laying-Open No. 2015-51717

  After the driver finishes operating the accelerator pedal, the vehicle travels according to the braking / driving force required by the ACC. During this switching, if the difference between the braking / driving force at the end of the accelerator pedal operation and the braking / driving force required by the ACC is large, a sudden change occurs in the braking / driving force of the vehicle, It gives a sense of incongruity. An object of one aspect of the present invention is to reduce a sudden change in braking / driving force of a vehicle.

  In view of the above problems, a travel control device that controls the travel of a vehicle having an automatic speed control function, and determines whether or not the driver intends to shift the vehicle based on an operation amount of a shift operator. Determining means; first determining means for determining a first target value of the braking / driving force of the vehicle by the automatic speed control function; and a second target of the braking / driving force of the vehicle based on an operation amount of the shift operator. Second determining means for determining a value and control means for controlling the braking / driving force of the vehicle, wherein the control means is effective when the automatic speed control function is effective and the driver does not intend to change gears. When it is determined, the braking / driving force of the vehicle is controlled to be the first target value, and when it is determined that the automatic speed control function is effective and the driver intends to shift, It becomes one of the first target value and the second target value The braking / driving force of the vehicle is controlled, and the first determining means determines that the first target value is the first when the driver determines that the driver intends to accelerate in determining the first target value. At least one of preventing a value from falling below a boundary value and preventing the first target value from exceeding a second boundary value when it is determined that the driver intends to decelerate A travel control device is provided.

  By the above means, a sudden change in the braking / driving force of the vehicle is reduced.

The block diagram explaining the structure of the vehicle of embodiment of this invention. The figure explaining the scenario of operation | movement of the vehicle of embodiment of this invention. The figure explaining the scenario of operation of the vehicles for comparison. The figure explaining the scenario of operation | movement of the vehicle of embodiment of this invention. The figure explaining the scenario of operation | movement of the vehicle of embodiment of this invention. The figure explaining the scenario of operation | movement of the vehicle of embodiment of this invention. The figure explaining the scenario of operation | movement of the vehicle of embodiment of this invention. The figure explaining the scenario of operation | movement of the vehicle of embodiment of this invention. The flowchart explaining operation | movement of the vehicle of embodiment of this invention.

  Embodiments of the present invention will be described below with reference to the accompanying drawings. Throughout the various embodiments, similar elements are given the same reference numerals, and redundant descriptions are omitted. In addition, each embodiment can be appropriately changed and combined.

  FIG. 1 is a block diagram illustrating a configuration of a vehicle 100 according to some embodiments of the present invention. The vehicle 100 may be any of a two-wheeled vehicle, a three-wheeled vehicle, a four-wheeled vehicle, and the like. The vehicle 100 may be any of a gasoline vehicle, a hybrid vehicle, an electric vehicle, and the like.

  The vehicle 100 includes a travel control device 101 for controlling the travel of the vehicle 100. The travel control device 101 may be realized by an electronic control unit (ECU) that is a computer. The travel control device 101 includes a processor 102 configured with a central processing unit (CPU) and the like, and a memory 103 configured with a combination of ROM, RAM, and the like. The functional blocks such as the traveling control unit 104 included in the traveling control device 101 may be realized by a program stored in the memory 103. In this case, the processor 102 executes the program to thereby execute the function of each functional block. Is executed. Instead, the functional block of the travel control device 101 may be realized by a dedicated circuit such as an ASIC (Application Specific Integrated Circuit). Furthermore, the traveling control apparatus 101 may be realized by one ECU, or may be realized by a plurality of ECUs that can communicate through a network such as a CAN (controller area network). When the traveling control device 101 is realized by a plurality of ECUs, each ECU has a processor 102 and a memory 103 and one or more functional blocks included in the traveling control device 101.

  The travel control device 101 controls the braking / driving force acting on the vehicle 100. Hereinafter, the braking / driving force acting on the vehicle 100 is simply referred to as braking / driving force of the vehicle 100. The braking / driving force of the vehicle 100 is obtained by subtracting the value of the braking force acting on the vehicle 100 from the value of the driving force acting on the vehicle 100. That is, the braking / driving force increases as the driving force increases, and the braking / driving force decreases as the braking force increases. When the braking / driving force is a positive value, the vehicle 100 accelerates, and when the braking / driving force is a negative value, the vehicle 100 decelerates. The driving force acting on the vehicle 100 is the force applied to the vehicle 100 by a power source such as an engine or the force received by the vehicle 100 due to the surrounding conditions of the vehicle 100 (for example, the vehicle 100 is located on a downhill). This is the total force acting in the direction of travel. The braking force acting on the vehicle 100 includes a force applied to the vehicle 100 by a braking device such as a brake, a force applied to the vehicle 100 by a power source by an engine brake or the like, a situation around the vehicle 100 (for example, the vehicle 100 is located on an uphill) ) Is a total of forces acting opposite to the traveling direction of the vehicle 100, such as the force received by the vehicle 100.

  The driver target value determination unit 105 receives a signal from the accelerator sensor 112 that detects the stroke amount of the accelerator pedal 111 and a signal from the brake sensor 114 that detects the stroke amount of the brake pedal 113. In the following description, the accelerator pedal 111 and the brake pedal 113 are collectively referred to as a shift operator, and the stroke amount of the accelerator pedal 111 and the stroke amount of the brake pedal 113 are collectively referred to as an operation amount of the shift operator. The driver target value determination unit 105 determines a target value of the braking / driving force of the vehicle 100 based on the operation amount of the speed change operator. Hereinafter, the target value based on the operation amount of the speed change operator is referred to as a driver target value. The driver target value increases as the stroke amount of the accelerator pedal 111 increases, and the driver target value decreases as the stroke amount of the brake pedal 113 increases. When the speed change operator is not operated by the driver, the driver target value is the sum of the force received by the vehicle 100 due to the creep phenomenon and the force received by the vehicle 100 due to the surrounding conditions of the vehicle 100. Therefore, the driver target value may be negative depending on the surrounding situation of the vehicle 100 (for example, the vehicle 100 is located on a downhill with a large slope).

  The inter-vehicle distance measurement unit 106 receives the inter-vehicle distance from the preceding vehicle measured by the inter-vehicle distance measurement unit 106 using the data obtained by the front sensor 115. The front sensor 115 is a sensor that detects the front of the vehicle 100, and may be, for example, a millimeter wave radar, an optical camera sensor, a stereo camera, an infrared sensor radar, or the like. When the front sensor 115 is a camera sensor, the inter-vehicle distance measuring unit 106 measures the inter-vehicle distance from the preceding vehicle by analyzing an image obtained by the camera sensor.

  The vehicle 100 has ACC (adaptive cruise control). ACC is an automatic speed control function that follows a preceding vehicle and travels at a constant speed while maintaining a distance between the vehicles. The ACC target value determination unit 107 starts the operation when the driver uses the ACC changeover switch 116 to enable ACC, and ends the operation when the driver disables ACC. The ACC changeover switch 116 may be physically realized by a button, a lever, or the like, or may be realized by a virtual button displayed on the touch panel. The ACC target value determining unit 107 determines a target value of the braking / driving force of the vehicle 100 for following the preceding vehicle based on the inter-vehicle distance measured with the inter-vehicle distance measuring unit 106. Hereinafter, the target value determined by ACC is referred to as ACC target value.

  The gradient acquisition unit 110 acquires the gradient of the travel path on which the vehicle 100 is traveling. The gradient acquisition unit 110 may acquire a gradient using data from the gradient sensor 117 such as a gyro sensor or an acceleration sensor. Instead of or together with this, the gradient acquisition unit 110 may acquire the geographical position of the vehicle 100 by the positioning device 118 such as GPS, and may acquire the gradient from the map data or the like based on the geographical position. Furthermore, the gradient acquisition unit 110 may acquire the gradient of the travel path based on the output torque, the braking force of the brake, and the like.

  The shift intention determination unit 121 determines whether the driver has an intention to shift based on the amount of operation of the shift operator by the driver. Further, when there is an intention of shifting, it is determined whether it is an intention of acceleration or an intention of deceleration. Specifically, the gear shift intention determination unit 121 determines that there is no gear shift intention when both the stroke amount of the accelerator pedal 111 and the stroke amount of the brake pedal 113 are zero. The shift intention determination unit 121 determines that there is an intention of acceleration when the stroke amount of the accelerator pedal 111 is positive. The shift intention determination unit 121 determines that there is an intention of deceleration when the stroke amount of the brake pedal 113 is positive. The shift intention determination unit 121 may determine that there is an intention of an operation with a larger stroke amount when both the stroke amount of the accelerator pedal 111 and the stroke amount of the brake pedal 113 are positive, and deceleration. It may be determined that there is an intention.

  The traveling control unit 104 controls the braking / driving force of the vehicle 100 so as to be one of the driver target value and the ACC target value. Which of the driver target value and the ACC target value is selected will be described later. The travel of the vehicle 100 includes start, acceleration, constant speed travel, deceleration, and stop.

  The traveling control unit 104 controls the driving force and braking force of the vehicle 100 in order to control traveling. Specifically, the traveling control unit 104 controls the driving actuator 119 through the driving force control unit 108 so as to obtain a desired driving force, and controls the braking actuator 120 through the braking force control unit 109 so as to obtain a desired braking force. To do. The drive actuator 119 is an actuator that controls a mechanical element that applies a driving force to the vehicle 100. Any mechanical element that applies a driving force to the vehicle 100 may be used. For example, a throttle valve or an intake valve that controls the amount of intake air to the engine may be used. By adjusting the opening degree of the throttle valve and adjusting the lift amount of the intake valve, the intake air amount changes and the driving force changes. In the case of a vehicle that is driven not only by an engine but also using a motor, such as a hybrid vehicle, the mechanical element may be a motor. The driving force can be controlled through the control of the motor. The braking actuator 120 is an actuator that controls a mechanical element that applies a braking force to the vehicle 100. Any mechanical element that applies a braking force to the vehicle 100 may be used, for example, a hydraulic brake device or an electric parking brake. The traveling control unit 104 adjusts the control of the drive actuator 119 and the braking actuator 120 based on information such as the gradient acquired by the gradient acquisition unit 110 so that the braking / driving force of the vehicle 100 becomes the target value. Good.

  Next, an overview of the operation of the travel control device 101 and the operation of the vehicle to be compared will be described with reference to the graphs of FIGS. A graph AS indicated by a solid line shows a change over time in the stroke amount of the accelerator pedal 111 detected by the accelerator sensor 112. A graph BS indicated by a solid line indicates a change over time in the stroke amount of the brake pedal 113 detected by the brake sensor 114. A graph VP indicated by a solid line shows a change over time of the braking / driving force of the vehicle 100. A graph DP indicated by a broken line indicates a time change of the driver target value. A graph CP indicated by a broken line indicates a time change of the ACC target value. Although the graph VP overlaps one of the graph DP and the graph CP, the graph VP is drawn in a shifted manner in FIGS.

  FIG. 2 illustrates the operation of the traveling control apparatus 101 in a scenario in which the vehicle is traveling on a horizontal (that is, not inclined) road. Assume that ACC is valid during the time shown in FIG. During the period up to time t1, the driver has not operated the speed change operator. Therefore, the driver target value is equal to the braking / driving force when the vehicle 100 travels by the creep phenomenon. Hereinafter, the braking / driving force when the vehicle 100 travels by the creep phenomenon is referred to as creep braking / driving force. Since ACC is effective and the driver has no intention of shifting, the traveling control device 101 executes ACC and controls the braking / driving force of the vehicle 100 so as to be the ACC target value. In this scenario, since the ACC target value is positive, the vehicle 100 is accelerating.

  At time t1, the driver starts to depress the accelerator pedal 111, and the stroke amount of the accelerator pedal 111 starts to increase. As a result, the driver target value also starts to increase. Based on depression of the accelerator pedal 111, the traveling control apparatus 101 determines that the driver has an intention to accelerate. Therefore, the traveling control device 101 controls the braking / driving force of the vehicle 100 so as to be the larger of the driver target value and the ACC target value. Specifically, during the period from time t1 to time t2, the traveling control device 101 controls the braking / driving force of the vehicle 100 so as to be the ACC target value. When the driver target value exceeds the ACC target value at time t2, the traveling control device 101 controls the braking / driving force of the vehicle 100 so as to be the driver target value.

  At time t3, the driver finishes increasing the stroke amount of the accelerator pedal 111 and maintains the stroke amount at that time. In the period from time t4 to time t5, the traveling control apparatus 101 reduces the ACC target value in response to the reduction of the inter-vehicle distance from the preceding vehicle. At time t6, the driver starts to decrease the stroke amount of the accelerator pedal 111. When the driver target value falls below the ACC target value at time t7, the travel control device 101 controls the braking / driving force of the vehicle 100 so as to be the ACC target value. When the stroke amount of the accelerator pedal 111 becomes 0 at time t8, the traveling control device 101 determines that the driver does not intend to shift, and subsequently controls the braking / driving force of the vehicle 100 so that the ACC target value is obtained. To do.

  FIG. 3 illustrates the operation of the comparison target vehicle in another scenario in which the vehicle is traveling on a horizontal road. The operation is the same as that described with reference to FIG. 2 until time t4. At time t4, the comparison target vehicle starts to reduce the ACC target value in response to the reduction of the inter-vehicle distance from the preceding vehicle. As a result, the ACC target value starts to fall below the creep braking / driving force. Since the driver target value is larger than the ACC target value while the stroke amount of the accelerator pedal 111 is reduced at time t6 to t7, the vehicle to be compared is controlled so as to become the driver target value. Control power. When the stroke amount of the accelerator pedal 111 becomes 0 at time t7, the comparison target vehicle determines that the driver does not intend to change gears, and controls the braking / driving force of the vehicle so as to be the ACC target value. At time t7, while the driver target value is the creep braking / driving force, the ACC target value is smaller than that, the braking / driving force of the vehicle to be compared changes drastically. Give a sense of incongruity.

  FIG. 4 illustrates the operation of the traveling control apparatus 101 in another scenario in which the vehicle is traveling on a horizontal road. The operation is the same as that described with reference to FIG. 2 until time t4. At time t4, the traveling control apparatus 101 starts to reduce the ACC target value in response to the reduction of the inter-vehicle distance from the preceding vehicle. When the ACC target value reaches the creep braking / driving force at time t5, the traveling control apparatus 101 maintains the creep driving force without decreasing the ACC target value. Since the driver target value is larger than the ACC target value while the stroke amount of the accelerator pedal 111 is decreasing from time t6 to t7, the travel control device 101 controls the vehicle 100 so as to be the driver target value. Control the driving force. When the stroke amount of the accelerator pedal 111 becomes 0 at time t7, the travel control device 101 determines that the driver does not intend to change gears, and controls the braking / driving force of the vehicle 100 so that the ACC target value is obtained. At time t7, the driver target value is the creep braking / driving force, and the ACC target value is also the creep braking / driving force. Therefore, the braking / driving force of the vehicle 100 does not change rapidly, and the driver does not feel uncomfortable. I'm sorry. Thereafter, the traveling control apparatus 101 determines the ACC target value without being restricted by the creep braking / driving force as a lower limit value. Therefore, the ACC target value changes so as to be lower than the creep braking / driving force.

  FIG. 5 illustrates the operation of the traveling control apparatus 101 in a scenario in which the vehicle 100 is traveling uphill. This operation is the same as the operation described with reference to FIG. 4, but the creep braking / driving force is a positive value in the scenario of FIG. 4, whereas the creep braking / driving force is a negative value in the scenario of FIG. .

  FIG. 6 illustrates the operation of the travel control apparatus 101 in another scenario where the vehicle 100 is traveling on a horizontal road. Assume that the ACC is valid during the time shown in FIG. During the period up to time t1, the driver has not operated the speed change operator. Therefore, the driver target value is equal to the creep braking driving force. Since ACC is effective and the driver has no intention of shifting, the travel control device 101 executes ACC and controls the braking / driving force of the vehicle 100 so as to be the ACC target value. In this scenario, since the ACC target value is negative, the vehicle 100 is decelerating.

  At time t1, the driver starts to depress the brake pedal 113, and the stroke amount of the brake pedal 113 starts to increase. As a result, the driver target value also starts to decrease. Based on the depression of the brake pedal 113, the traveling control apparatus 101 determines that the driver intends to decelerate. Therefore, the traveling control device 101 controls the braking / driving force of the vehicle 100 so as to be the smaller of the driver target value and the ACC target value. Specifically, during the period from time t1 to time t2, the traveling control device 101 controls the braking / driving force of the vehicle 100 so as to be the ACC target value. When the driver target value falls below the ACC target value at time t2, the traveling control device 101 controls the braking / driving force of the vehicle 100 so as to be the driver target value.

  At time t3, the driver finishes increasing the stroke amount of the brake pedal 113 and maintains the stroke amount at that time. In the period from time t4 to time t5, the traveling control apparatus 101 increases the ACC target value in accordance with the distance between the preceding vehicle and the preceding vehicle. At time t6, the driver starts to decrease the stroke amount of the brake pedal 113. When the driver target value exceeds the ACC target value at time t7, the traveling control device 101 controls the braking / driving force of the vehicle 100 so as to be the ACC target value. When the stroke amount of the brake pedal 113 becomes 0 at time t8, the traveling control device 101 determines that the driver does not intend to change gears, and subsequently controls the braking / driving force of the vehicle 100 so that the ACC target value is obtained. To do.

  FIG. 7 illustrates the operation of the traveling control apparatus 101 in another scenario where the vehicle is traveling on a horizontal road. The operation is the same as that described with reference to FIG. 6 until time t4. At time t4, the traveling control apparatus 101 starts to increase the ACC target value in response to the increase of the inter-vehicle distance from the preceding vehicle. When the ACC target value reaches the creep braking / driving force at time t5, the traveling control apparatus 101 maintains the creep driving force without increasing the ACC target value. Since the driver target value is smaller than the ACC target value while the stroke amount of the brake pedal 113 is decreasing from time t6 to time t7, the travel control device 101 controls the vehicle 100 so as to be the driver target value. Control the driving force. When the stroke amount of the brake pedal 113 becomes 0 at time t7, the traveling control apparatus 101 determines that the driver does not intend to change gears, and controls the braking / driving force of the vehicle 100 so that the ACC target value is obtained. At time t7, the driver target value is the creep braking / driving force, and the ACC target value is also the creep braking / driving force. Therefore, the braking / driving force of the vehicle 100 does not change rapidly, and the driver does not feel uncomfortable. I'm sorry. Thereafter, the traveling control apparatus 101 determines the ACC target value without being restricted by the creep braking / driving force as an upper limit value. Therefore, the ACC target value changes so as to exceed the creep braking / driving force.

  FIG. 8 illustrates the operation of the traveling control apparatus 101 in a scenario in which the vehicle is traveling uphill. This operation is the same as the operation described with reference to FIG. 7, but the creep braking / driving force is a positive value in the scenario of FIG. 7, whereas the creep braking / driving force is a negative value in the scenario of FIG. .

  Next, the operation of the travel control apparatus 101 will be described with reference to the flowchart of FIG. The operation of FIG. 9 is started when the driver starts the vehicle 100. The traveling control apparatus 101 repeats the operation of FIG. 9 periodically (for example, a period of 100 milliseconds).

  In step S901, the ACC target value determination unit 107 determines whether ACC is valid. If it is determined that ACC is valid (“YES” in S901), the process proceeds to S902. If it is determined that ACC is not valid (“NO” in S901), the process proceeds to S902.

  In step S902, the shift intention determination unit 121 determines whether the driver has an intention to shift. If it is determined that there is an intention of shifting (“YES” in S902), the process proceeds to S903, and if it is determined that there is no intention of shifting (“NO” in S902), the process proceeds to S912.

  When it is determined that ACC is valid and there is an intention to shift, the driver target value determination unit 105 determines the driver target value in step S903.

  In step S904, the gear shift intention determination unit 121 determines whether the gear shift intention is acceleration or deceleration. If it is determined that the vehicle is accelerating (“Acceleration” in S904), the process proceeds to S905. If it is determined that the vehicle is decelerating (“Deceleration” in S904), the process proceeds to S908.

  When it is determined that ACC is valid and there is an intention of acceleration, in step S905, the ACC target value determination unit 107 determines the ACC target value so as not to fall below the boundary value. This boundary value is a creep braking / driving force as described with reference to FIG.

  In step S906, the traveling control unit 104 determines whether the driver target value is larger than the ACC target value. If it is determined that the driver target value is larger (“YES” in S906), the process proceeds to S907, and if it is determined that the driver target value is not larger (“NO” in S906), the process is performed. Advances to S910.

  If it is determined that ACC is valid and there is an intention to decelerate, in step S908, the ACC target value determination unit 107 determines the ACC target value so as not to exceed the boundary value. This boundary value is a creep braking / driving force as described with reference to FIG.

  In step S909, the traveling control unit 104 determines whether the driver target value is smaller than the ACC target value. If it is determined that the driver target value is smaller (“YES” in S909), the process proceeds to S907, and if it is determined that the driver target value is not smaller (“NO” in S909), processing is performed. Advances to S910.

  When it is determined that the ACC is not valid, the driver target value determination unit 105 determines the driver target value in step S911. If it is determined that ACC is valid and there is no intention to shift, the ACC target value determination unit 107 determines the ACC target value without being restricted by the boundary value in step S912.

  In step 907, the traveling control unit 104 controls the braking / driving force so as to be the driver target value. In step 910, the traveling control unit 104 controls the braking / driving force so that the ACC target value is obtained.

In the above example, the boundary value in step S905 and the boundary value in step S908 are both the same value (creep braking / driving force). As described above, the creep braking / driving force is a braking / driving force when the vehicle 100 travels by a creep phenomenon, and thus is a value based on the surrounding conditions of the vehicle 100 (for example, the gradient of the road surface on which the vehicle 100 is located). It is. Therefore, the ACC target value determination unit 107 may determine the boundary value based on the surrounding situation of the vehicle 100 in S905 or S908. In consideration of the acquisition error of the surrounding situation of the vehicle 100, the boundary value in step S905 may be larger than the creep braking / driving force, or the boundary value in step S908 is smaller than the creep braking / driving force. May be,
Instead of the ACC target value determining unit 107 determining the boundary value based on the surrounding situation of the vehicle 100, at least one of these boundary values may be a fixed value. In this case, the boundary value in step S905 may be the same value as the creep braking / driving force when the vehicle is on the descending slope with the largest inclination, and the boundary value in step S908 is assumed. It may be the same value as the creep braking / driving force when the vehicle is on an uphill with the largest inclination.

  In the above-described embodiment, the vehicle 100 includes the accelerator pedal 111 dedicated to acceleration and the brake pedal 113 dedicated to deceleration. Instead of this, the vehicle 100 may include a single pedal capable of controlling both acceleration and deceleration. In this case, when neither acceleration nor deceleration is instructed by the pedal, the gear shift intention determination unit 121 determines that there is no gear shift intention.

<Summary of Embodiment>
[Item 1]
A travel control device (for example, 101) for controlling the travel of a vehicle (for example, 100) having an automatic speed control function,
A determination means (for example, 112) for determining whether the driver intends to shift the vehicle based on an operation amount of a speed change operator (for example, 111, 113);
First determining means (for example, 107) for determining a first target value (for example, ACC target value) of braking / driving force of the vehicle by the automatic speed control function;
Second determining means (for example, 105) for determining a second target value (for example, driver target value) of the braking / driving force of the vehicle based on the operation amount of the speed change operator;
Control means for controlling the braking / driving force of the vehicle (for example, 104),
The control means includes
When it is determined that the automatic speed control function is effective and the driver does not intend to shift, the braking / driving force of the vehicle is controlled to be the first target value;
When it is determined that the automatic speed control function is effective and the driver intends to shift, the braking / driving force of the vehicle is controlled to be one of the first target value and the second target value. And
The first determination means prevents the first target value from falling below a first boundary value when it is determined in the determination of the first target value that the driver intends to accelerate; A travel control device that performs at least one of preventing the first target value from exceeding a second boundary value when it is determined that the driver intends to decelerate.
According to item 1, a rapid change in the braking / driving force of the vehicle is reduced. Specifically, when the driver intends to accelerate, the first target value determined by the automatic speed control function does not fall below the first boundary value, so the automatic speed control at the time when the driver no longer intends to accelerate is performed. A sudden drop in the braking / driving force of the vehicle that can occur when switching to control by function is reduced. In addition, since the first target value determined by the automatic speed control function does not exceed the second boundary value when the driver intends to decelerate, the automatic speed control function at the time when the driver no longer intends to decelerate is used. A sudden increase in braking / driving force of the vehicle that may occur when switching to control is reduced.
[Item 2]
The control means includes
When it is determined that the automatic speed control function is effective and the driver intends to accelerate, the braking / driving force of the vehicle is set to be the larger of the first target value and the second target value. Control
When it is determined that the automatic speed control function is effective and the driver intends to decelerate, the braking / driving force of the vehicle is set to be the smaller of the first target value and the second target value. The travel control device according to item 1, wherein the travel control device is controlled.
According to item 2, since the driver can control the braking / driving force beyond the control by the automatic speed control function, the usability of the vehicle is improved.
[Item 3]
3. The travel control device according to item 1 or 2, wherein at least one of the first boundary value and the second boundary value is determined based on a surrounding situation of the vehicle.
According to item 3, since the boundary value according to the surrounding situation of the vehicle can be set, the uncomfortable feeling given to the driver can be further reduced.
[Item 4]
The travel according to any one of items 1 to 3, wherein at least one of the first boundary value and the second boundary value is equal to a braking / driving force when the vehicle travels by a creep phenomenon. Control device.
According to item 4, since a boundary value suitable for switching from overriding can be set, the uncomfortable feeling given to the driver can be further reduced.
[Item 5]
5. The travel control device according to any one of items 1 to 4, wherein the first boundary value and the second boundary value are equal to each other.
According to item 5, the boundary value determination process is simplified.
[Item 6]
A vehicle comprising the travel control device according to any one of items 1 to 5.
According to item 6, a vehicle having the characteristics of item 1 is provided.
[Item 7]
A method for controlling traveling of a vehicle having an automatic speed control function,
Determining whether the driver intends to shift the vehicle based on the operation amount of the shift operator;
Determining a first target value of braking / driving force of the vehicle by the automatic speed control function;
Determining a second target value of braking / driving force of the vehicle based on an operation amount of the speed change operator;
Controlling the braking / driving force of the vehicle so as to be the first target value when it is determined that the automatic speed control function is effective and the driver does not intend to change gears;
When it is determined that the automatic speed control function is effective and the driver intends to shift, the braking / driving force of the vehicle is controlled to be one of the first target value and the second target value. And a step of
In the determination of the first target value, when it is determined that the driver intends to accelerate, the first target value is prevented from falling below a first boundary value, and the driver intends to decelerate. A method of performing at least one of preventing the first target value from exceeding a second boundary value when it is determined that there is an error.
According to item 7, the same effect as item 1 can be obtained.
[Item 8]
A program for causing a computer to function as each means of the travel control device according to any one of items 1 to 5.
According to item 8, the characteristics of any one of items 1 to 5 are provided in the form of a program.

DESCRIPTION OF SYMBOLS 100 Vehicle, 101 Travel control apparatus, 104 Travel control part, 105 Driver target value determination part, 107 ACC target value determination part

Claims (8)

A travel control device for controlling travel of a vehicle having an automatic speed control function,
A determination means for determining whether the driver intends to shift the vehicle based on an operation amount of the shift operator;
First determination means for determining a first target value of braking / driving force of the vehicle by the automatic speed control function;
Second determining means for determining a second target value of braking / driving force of the vehicle based on an operation amount of the speed change operator;
Control means for controlling the braking / driving force of the vehicle,
The control means includes
When it is determined that the automatic speed control function is effective and the driver does not intend to shift, the braking / driving force of the vehicle is controlled to be the first target value;
When it is determined that the automatic speed control function is effective and the driver intends to shift, the braking / driving force of the vehicle is controlled to be one of the first target value and the second target value. And
The first determination means prevents the first target value from falling below a first boundary value when it is determined in the determination of the first target value that the driver intends to accelerate; A travel control device that performs at least one of preventing the first target value from exceeding a second boundary value when it is determined that the driver intends to decelerate. The control means includes
When it is determined that the automatic speed control function is effective and the driver intends to accelerate, the braking / driving force of the vehicle is set to be the larger of the first target value and the second target value. Control
When it is determined that the automatic speed control function is effective and the driver intends to decelerate, the braking / driving force of the vehicle is set to be the smaller of the first target value and the second target value. The travel control device according to claim 1, wherein the travel control device is controlled.   The travel control device according to claim 1, wherein at least one of the first boundary value and the second boundary value is determined based on a surrounding situation of the vehicle.   The at least one of the first boundary value and the second boundary value is equal to a braking / driving force when the vehicle travels by a creep phenomenon, according to any one of claims 1 to 3. Travel control device.   The travel control device according to any one of claims 1 to 4, wherein the first boundary value and the second boundary value are equal to each other.   A vehicle comprising the travel control device according to any one of claims 1 to 5. A method for controlling traveling of a vehicle having an automatic speed control function,
Determining whether the driver intends to shift the vehicle based on the operation amount of the shift operator;
Determining a first target value of braking / driving force of the vehicle by the automatic speed control function;
Determining a second target value of braking / driving force of the vehicle based on an operation amount of the speed change operator;
Controlling the braking / driving force of the vehicle so as to be the first target value when it is determined that the automatic speed control function is effective and the driver does not intend to change gears;
When it is determined that the automatic speed control function is effective and the driver intends to shift, the braking / driving force of the vehicle is controlled to be one of the first target value and the second target value. And a step of
In the determination of the first target value, when it is determined that the driver intends to accelerate, the first target value is prevented from falling below a first boundary value, and the driver intends to decelerate. A method of performing at least one of preventing the first target value from exceeding a second boundary value when it is determined that there is an error.   The program for functioning a computer as each means of the traveling control apparatus of any one of Claims 1 thru | or 5.