JP3412553B2 - Automatic driving control device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic cruise control system.

[0002]

2. Description of the Related Art Conventionally, a throttle and a brake are controlled so that a preceding vehicle and an own vehicle can follow each other while maintaining a predetermined inter-vehicle distance, and when a preceding vehicle does not exist, it is preset. 2. Description of the Related Art There is known an automatic travel control device that accelerates an own vehicle to a vehicle speed (set vehicle speed) and runs at a constant speed at the set vehicle speed.

For example, the applicant of the present invention has filed Japanese Patent Application Laid-Open No. 10-109.
As disclosed in Japanese Laid-Open Patent Publication No. 627, a technique has been proposed in which a target acceleration / deceleration (target acceleration / deceleration) of the vehicle is calculated, and throttle and brake are controlled according to the target acceleration / deceleration. The target acceleration / deceleration is the relative speed (actual relative speed) of the own vehicle to the preceding vehicle detected from the time change of the distance (actual vehicle distance) between the preceding vehicle (obstacle in front) and the own vehicle,
It is calculated based on the speed of the host vehicle (actual vehicle speed), the target inter-vehicle distance between the preceding vehicle and the host vehicle (target inter-vehicle distance), and the deviation between the actual inter-vehicle distance (actual inter-vehicle deviation).

The applicant of the present invention has also filed Japanese Patent Application Laid-Open No. 11-3469.
As disclosed in Japanese Patent Publication No. 4, a technique has been proposed in which a target acceleration of the vehicle (target acceleration) is calculated and the throttle and the deceleration means are controlled according to the target acceleration. The target acceleration is calculated based on the time required for the host vehicle to travel a distance corresponding to the target inter-vehicle distance between the preceding vehicle and the host vehicle (target inter-vehicle time), the actual inter-vehicle distance, and the actual vehicle speed. Inter-vehicle time deviation obtained from the measured inter-vehicle time and
It is calculated based on the relative speed of the own vehicle to the preceding vehicle.
As the deceleration means, an overdrive cut mechanism that prohibits the transmission from being in the overdrive shift position, a shift down mechanism that shifts down the transmission from a higher shift position, and a fuel supply to the internal combustion engine are prevented. One of a fuel cut mechanism for increasing the ignition timing of the internal combustion engine, an ignition retarding mechanism for delaying the ignition timing of the internal combustion engine, a lockup mechanism for locking up the torque converter, an exhaust brake mechanism for increasing the flow resistance of exhaust gas of the internal combustion engine, and a retarder mechanism. Alternatively, a means using two or more can be cited.

[0005]

When the automatic running control device is used on a highway for a long time, the driver is increasingly dependent on the automatic running control device. At this time, if the preceding vehicle enters the installation road from the highway in the same way as the own vehicle when entering the installation road from the expressway, the The traveling control device performs deceleration control. The attached road is a road connecting a parking area or a service area to a highway, a road connecting an ordinary road and a highway at an interchange or a road connecting highways to each other,
It is a one-lane road branching from a general road.

However, when there is no preceding vehicle and only the own vehicle enters the installation road from the highway, the automatic traveling control device may perform acceleration control until the vehicle speed reaches the set vehicle speed. At this time, the driver accelerates although he / she has to enter the road and slow down, which is not preferable.

To avoid this problem, the target acceleration is set to a low value when there is no preceding vehicle, and acceleration is performed when there is no preceding vehicle and only the host vehicle enters the installation road from the expressway. Can be suppressed. However, if the target acceleration is set to a low value when there is no preceding vehicle, the target acceleration will be set low because the preceding vehicle will not exist when the own vehicle changes lane to the overtaking lane when overtaking the preceding vehicle. , Because it takes time to pass,
The driver will become frustrated.

Therefore, as disclosed in Japanese Unexamined Patent Publication No. 10-44827, the thickness of a road white line is detected by using an image processing device, and the connection states of traveling roads are joined based on the thickness of the road white line. A technique has been proposed in which it is determined whether or not a vehicle is near a branch and the vehicle speed is controlled to a set vehicle speed when the lane is changed to the side of the merge branch near the merge branch. But with this technology,
There is a drawback in that the cost of parts is increased due to the provision of the image processing device.

Further, Japanese Unexamined Patent Publication No. 9-142172 discloses a technique of detecting a turning state of a vehicle and setting the acceleration until the vehicle returns to a set vehicle speed as the turning state becomes large. Has been done. However, in a normal installation road, the vehicle goes into a turning state after a straight traveling state continues for a certain distance, or only a straight traveling state but no turning state. Therefore, with this technique, acceleration cannot be suppressed when the installation road is straight, and the above problem cannot be solved.

Further, in Japanese Patent Laid-Open No. 6-36187,
A map information output means for outputting a map of the road on which the vehicle travels and a current position detection means for outputting the current position of the vehicle on the map are provided, and the outputs of the map information output means and the current position detection means and the vehicle travels. There is disclosed a technique of determining a proper passing vehicle speed at which a vehicle can pass through a corner of a road based on the road surface condition of the road, and controlling deceleration based on the proper passing vehicle speed. However, since both the outputs of the map information output means and the current position detection means include a considerable amount of error, it is not possible to accurately determine whether the vehicle is traveling on the installation road or the expressway. Therefore, although the vehicle is actually traveling on a highway and acceleration is required, it may be incorrectly determined that the vehicle has entered the installation road, and deceleration may occur. Further, although the vehicle is actually traveling on the attached road and deceleration is necessary, it may be erroneously determined that the vehicle is traveling on the highway and acceleration may be performed.

By the way, the above-mentioned problem occurs particularly when entering the installation road from the expressway where the set vehicle speed is relatively high, but not limited to the expressway, it enters the installation road branched from the main line of the general road. It can happen in the same way. The present invention has been made to solve the above problems, and an object of the present invention is to ensure acceleration of an own vehicle when there is a possibility that the own vehicle may enter a mounting road branched from a main line of a traveling road. To suppress it.

[0012]

[Means for Solving the Problems]

[0013]

[0014]

[0015]

[0016]

Claims made to achieve the above object
The invention according to Item 1, in an automatic traveling control device that controls the traveling state of the own vehicle in accordance with the situation of a preceding vehicle that is a control target, determines the number of lanes on the traveling road of the own vehicle. Based on the traveling lane determining means for determining the traveling lane on the traveling road of the vehicle, the number of lanes determined by the lane number determining means, and the traveling lane determined by the traveling lane determining means. Is determined to be likely to leave the main line of the traveling road, and the main line departure possibility determining means determines that the vehicle may leave the main line of the traveling road. The upper limit value of the target control amount of the own vehicle is defined as a first prescribed value, and when it is determined that there is no such possibility, the upper limit value of the target control amount is set to a second prescribed value that is larger than the first prescribed value. And a target control amount defining means for defining.

Therefore, according to the present invention, the upper limit of the target control amount is set to the first specified value when it is determined that the vehicle may leave the main line of the traveling road. If the specified value is set to a small value, acceleration will be suppressed.
In addition, when it is determined that the own vehicle is unlikely to leave the main line of the traveling road, the upper limit value of the target control amount is set to the second specified value, so the second specified value should be set to a large value. If so, positive acceleration control is performed. That is, the presence or absence of the possibility that the vehicle will leave the main lane of the traveling road is determined based on the number of lanes and the traveling lanes, and the upper limit value of the target control amount is defined according to the presence or absence of the possibility. It is possible to accurately detect the possibility that the own vehicle will enter the installation road branched from the main line of the traveling road, and it is possible to reliably suppress the acceleration of the own vehicle.

According to the present invention, when the second prescribed value is set to a value larger than the maximum value that the target controlled variable can take, the regulation of the upper limit of the target controlled variable is canceled. By the way, as in the invention described in claim 2 , in the automatic traveling control device according to claim 1 , the main lane departure possibility determination means determines that the number of lanes has been increased by the lane number determination means. It may be determined that there is a possibility that the own vehicle may leave the main line of the traveling road from the time until the vehicle travels for a predetermined distance or for a predetermined time.

That is, the attachment road does not suddenly branch off from the traveling road, but a portion where the attachment road is formed as one lane of the traveling road in front of the actual connection position of the attachment road to the traveling road. In that area, the number of driving lanes is increasing by the amount of the road to which it is attached.
Therefore, from the time when the number of lanes on the road on which the vehicle is traveling increases until the vehicle travels for a predetermined distance (or for a predetermined time required to travel the predetermined distance), the vehicle travels on a travel road provided with parts. It can be said that the vehicle is traveling and at that time there is a possibility of leaving the main line of the traveling road (possibly entering the attachment road).

Further, as in the invention of claim 3, 請
In the automatic traveling control device according to claim 1, the main lane departure possibility determining means is configured to perform a predetermined distance or a predetermined time after the lane number determining means determines that the number of lanes has increased. Further, when it is determined by the traveling lane determining means that the vehicle is traveling in the increased lane, it may be determined that the vehicle may leave the main lane of the traveling road.

That is, with respect to the invention described in claim 2 ,
By adding the condition that the own vehicle is traveling in the increased lane, it is possible to more reliably determine the possibility. It is preferable as defined in claim 4, 請
In the automatic travel control device according to claim 1, the main lane departure possibility determination means travels a predetermined distance or a predetermined time after the lane number determination means determines that the number of lanes has decreased from a plurality of lanes to one. Until that time, it may be determined that the vehicle may leave the main road.

That is, the number of lanes on the access road is one,
Since the number of lanes on the traveling road is multiple, it is said that the vehicle is traveling on the installation road from the time the number of lanes on the traveling road is reduced from a plurality to one until the vehicle travels for a predetermined distance or a predetermined time. I can say. It is preferable as defined in claim 5, 請
In the automatic traveling control device according to claim 1, the main lane departure possibility determining means has a plurality of the number of lanes by the lane number determining means, and the own vehicle has an installation road by the traveling lane determining means. When it is determined that the vehicle is traveling in the lane on which the vehicle runs, it may be determined that the vehicle may leave the main lane of the traveling road.

That is, when there are a plurality of lanes on the road on which the vehicle is traveling and the vehicle is traveling on the lane on the side where the installation road exists, the installation road is formed as one lane of the traveling road. It can be said that the own vehicle is traveling on the traveling road provided with the portion, and at that time, there is a possibility of leaving the main line of the traveling road (possibly entering the installation road).

Next, the invention according to claim 6 is the same as claim 1.
The automatic traveling control device according to any one of claims 1 to 5 , further comprising a winker detection unit that detects an operation lighting state of a winker provided in the host vehicle. Then, the main line departure possibility determination means determines that the own vehicle is on the traveling road in the determination.
When it is determined that there is a possibility of leaving the main line of
Te, and, when the vehicle has been detected that the winker to change lanes lane side in the presence of the mounting path is operated turned by the turn signal detecting means, a possibility that the vehicle leaves the main traveling road It is determined that there is.

Therefore, in the present invention, when the winker is operated and lit so that the host vehicle changes to the lane on which the installation road exists, the operation and lighting of the winker is for entering the installation road. Can be said. Therefore, it is possible to more reliably determine the possibility that the vehicle will enter the installation road, and it is possible to increase the reliability of the possibility determination.

Next, the invention of claim 7, wherein the claim 1
In the automatic traveling control device according to any one of 5 ,
The vehicle includes front recognition means for detecting the presence of a controlled object in front of the vehicle. Then, the main withdrawal possibility determining means, before
There is a possibility that the vehicle will leave the main road on the road
If it is determined that there is a vehicle , and the front recognition means detects that the controlled object in front of the vehicle has changed from being present to being not present , the vehicle is on the road It is determined that there is a possibility of leaving the main line.

Therefore, according to the present invention, the acceleration of the own vehicle is suppressed only when the object to be controlled in front (that is, the preceding vehicle) is not present, so that the own vehicle follows the preceding road on the traveling road. It becomes possible to suppress the acceleration only when the vehicle in question travels straight, the preceding vehicle goes straight, and only the own vehicle enters the installation road.

[0029] Incidentally, in the embodiment of the invention described below, "the target control amount regulation means" according to the means for solving the scope or subject of the claims that put the navigation electronic control unit 32 S 2400~S2600 Similarly, the “lane number determination means” corresponds to the processing of S2100 in the navigation electronic control unit 32, the “traveling lane determination unit” corresponds to the processing of S2200 in the navigation electronic control unit 32, and the same. The “main line departure possibility determination means” corresponds to the processing of S2300 in the navigation electronic control unit 32, the “winker detection means” also corresponds to the winker 41, and the “front recognition means” also corresponds to the front recognition sensor 3.

[0030]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing a schematic configuration of an automatic cruise control device 2 of each embodiment. The automatic cruise control device 2 is mounted on an automobile having a gasoline engine as an internal combustion engine, and the actual vehicle-to-vehicle distance (actual vehicle-to-vehicle distance) between the preceding vehicle and the host vehicle is set as a target vehicle-to-vehicle distance (target vehicle-to-vehicle distance). It is a device that performs auto cruise control for controlling the driving force and the braking force of the own vehicle so that they match.

The automatic traveling control device 2 includes a front recognition sensor 3, an electronic control device for controlling an inter-vehicle distance (hereinafter referred to as an ECU for controlling an inter-vehicle distance) 4, an electronic control device for controlling an engine (hereinafter referred to as an ECU for controlling an ECU) 5, a brake. Electronic control unit for control (hereinafter, referred to as brake control ECU) 6, electronic control unit for navigation (hereinafter, navigation E)
A navigation device 31 having a (CU) 32 is mainly configured.

The front recognition sensor 3 is composed of a known radar sensor or proximity sensor utilizing ultrasonic waves, radio waves, lasers, infrared rays and the like. For example, the radar sensor mainly includes a scanning range finder and a microcomputer. The scanning rangefinder scan-irradiates ultrasonic waves, radio waves, lasers, infrared rays, etc. within a predetermined angle range in the vehicle width direction, and based on the reflected wave or reflected light from the preceding vehicle, the traveling direction of the preceding vehicle with respect to the own vehicle ( The traveling angle), the actual distance between the preceding vehicle and the own vehicle, and the relative speed are detected. The microcomputer detects the traveling angle, the actual inter-vehicle distance, and the relative speed of the preceding vehicle detected by the scanning range finder, the current speed (hereinafter, referred to as the current vehicle speed) of the host vehicle input from the inter-vehicle distance control ECU 4, and the radius of curvature of the curve. Based on and, the own lane probability of the preceding vehicle is calculated. Then, the front recognition sensor 3 obtains the preceding vehicle information including information such as the traveling angle of the preceding vehicle, the actual distance between the vehicles, the relative speed, and the own lane probability of the preceding vehicle, and the diagnosis of the front recognition sensor 3 itself. Output to the control ECU 4.

Each of the ECUs 4 to 6 and 32 has a CPU and an RO.
It is composed of a well-known microcomputer having M, RAM, and I / O circuits, and when an ignition switch (not shown) is turned on, power is supplied from a vehicle-mounted battery (not shown). The ECUs 4 to 6 and 32 are connected to each other via a control system LAN (LOCAL AREA NETWORK) 7.

The control system LAN 7 is connected to the body system LAN 9 via the gateway 8. Body system LAN9
A wiper switch 10, a tail switch 11, a display device 12, and a winker 41 are connected to the. The wiper switch 10 is a switch for stopping the automatic cruise control when a wiper (not shown) is operated. That is, since it is difficult to obtain accurate preceding vehicle information by the front recognition sensor 3 during rain, the automatic cruise control is not performed when the wiper is activated during rain. In particular, when a laser radar sensor is used as the front recognition sensor 3, it is difficult to obtain accurate preceding vehicle information because the laser travel is hindered by raindrops.

The tail switch 11 is used for the cruise control switch 1 when the road is dark at night or when fog occurs.
It is a switch for further reducing the possibility of contact between the preceding vehicle and the own vehicle by correcting the target inter-vehicle time set by the driver in 3 to a large value.

The display device 12 is provided on the instrument panel and displays the contents such as the diagnosis and the brake operating state. A cruise main switch 23 and a cruise control switch 13 are connected to the inter-vehicle distance control ECU 4. The cruise main switch 23 is a power switch for activating the inter-vehicle distance control ECU 4. The cruise control switch 13 is used by the driver to set the time required for the host vehicle to travel a distance corresponding to the target inter-vehicle distance between the preceding vehicle and the host vehicle (hereinafter referred to as the target inter-vehicle time) in the automatic cruise control. Switch.

The inter-vehicle distance control ECU 4 receives the target inter-vehicle time input from the cruise control switch 13, the preceding vehicle information and the diagnosis input from the front recognition sensor 3, the throttle opening and the current vehicle speed input from the engine ECU 5. ， Control status (idle control status, transmission shift position, etc.) and brake ECU
Steering angle and yaw rate input from 6 and each LAN
Signals indicating the operating states of the wiper switch 10 and the tail switch 11 respectively inputted via the gateways 7 and 9 and the target acceleration regulation control (target control amount regulation control) inputted from the navigation ECU 32.
And a target acceleration as a target control amount, and each signal representing a brake request and an alarm request is generated.

The inter-vehicle distance control ECU 4 outputs a signal indicating the target acceleration to the engine ECU 5, outputs signals indicating the target acceleration, the brake request, and the alarm request to the brake ECU 6, respectively, and outputs a signal indicating the diagnosis. Output to the display device 12 via the LANs 7 and 9 and the gateway 8.

A throttle opening sensor 24, a vehicle speed sensor 14, and a brake switch 15 are connected to the engine ECU 5. The throttle opening sensor 24 detects the actual opening of the throttle valve (not shown) of the gasoline engine (hereinafter referred to as the actual throttle opening). The vehicle speed sensor 14 detects the speed of the vehicle based on the rotation speed of each wheel (not shown) of the vehicle. The brake switch 15 detects whether or not the driver depresses a brake pedal (not shown).

The engine ECU 5, based on the signals input from the throttle opening sensor 24, the vehicle speed sensor 14 and the brake switch 15 and the signal representing the target acceleration input from the inter-vehicle distance control ECU 4, receives the throttle actuator 16 and the transmission. 17, the drive control of the injector 25.

The throttle actuator 16 adjusts the opening of the throttle valve. The actuator drive circuit of the throttle actuator 16 generates a drive signal for controlling a motor and a clutch provided inside the actuator based on a drive command from the engine ECU 5. According to the drive signal, the forward / reverse rotation of the motor and the rotation speed are controlled, the opening / closing of the clutch is controlled, and the rotation of the motor is transmitted to the throttle valve of the engine through the clutch. As a result, engine E
The CU 5 can adjust the driving force of the engine and can control the speed of the own vehicle.

The injector 25 injects fuel into the intake manifold (not shown) of the engine. Further, the engine ECU 5 calculates the current vehicle speed based on each of the above signals and sets the optimum control state (idle control state, transmission shift position, etc.) to determine the actual throttle opening, the current vehicle speed, and the control state. The respective signals are output to the inter-vehicle distance control ECU 4, and the signal indicating the current vehicle speed is output to the brake ECU 6.

A master cylinder (M / C) pressure sensor 18, a steering sensor 19, and a yaw rate sensor 20 are connected to the brake ECU 6. The master cylinder pressure sensor 18 detects the hydraulic pressure (master cylinder pressure) of the master cylinder of the brake device. The steering sensor 19 detects the steering angle of the vehicle. Yaw rate sensor 20
Detects the yaw rate of the vehicle.

The brake ECU 6 receives signals from the master cylinder pressure sensor 18, the steering sensor 19, and the yaw rate sensor 20, and signals from the inter-vehicle distance control ECU 4 representing the target acceleration, brake request, and alarm request. The brake actuator 21 and the alarm buzzer 22 are drive-controlled based on the signal representing the current vehicle speed input from the engine ECU 5.

The brake device (not shown) is composed of a master cylinder, a wheel cylinder, a pressure increasing control valve, a pressure reducing control valve, a reservoir, a brake actuator 21, and the like. A wheel cylinder is provided for each wheel of the vehicle, and the master cylinder pressure from the master cylinder is sent to each wheel cylinder via each pressure increase control valve. still,
The master cylinder generates master cylinder pressure by depressing the brake pedal or by the brake actuator 21. The hydraulic pressure from each wheel cylinder is sent to the reservoir via each pressure reducing control valve. Then, based on the control of the brake ECU 6, the brake actuator 21 controls the brake operation by duty-controlling the increase / decrease of the master cylinder pressure corresponding to the atmospheric pressure and the engine negative pressure.

The alarm buzzer 22 is used for the inter-vehicle distance control ECU 4
Sounded in response to a signal representing an alarm request input from the. In addition, the brake ECU 6 outputs signals representing the steering angle and yaw rate to the inter-vehicle distance control ECU 4, and displays signals representing the brake operating state instructed to the brake actuator 21 via the LANs 7 and 9 and the gateway 8. Output to the device 12.

The navigation device 31 includes a navigation ECU 32, a position detecting device 33 and a map data input device 3.
4, an operation switch group 35, and a display device 36.
The position detection device 33 includes a vehicle speed sensor 14, a gyroscope 37, and a GPS (Global Positioning System) receiver 38, and detects the current position of the own vehicle. The GPS receiver 38 receives radio waves transmitted from GPS artificial satellites via a GPS antenna. These sensors, etc. 14,
Since 37 and 38 have errors with different properties, a plurality of sensors complement each other to enhance the position detection accuracy. Then, depending on the required position detection accuracy, these sensors, etc. 14, 37, 38
These sensors, etc. 1
In addition to 4, 37, 38, a sensor for accumulating the steering angle of the vehicle obtained from the rotation difference between the left and right steered wheels to obtain the direction, a geomagnetic sensor, or the like may be used.

The map data input device 34 inputs the map data stored in the recording medium. The map data includes data representing road connections, map matching data for improving position detection accuracy, and the like. by the way,
As a recording medium for storing map data, a CD-ROM is generally used because of its data amount, but DV
You may use other recording media, such as D and a memory card.

The operation switch group 35 is composed of various switches for operating the navigation device 31, and more specifically, a switch for switching the display content displayed on the display device 36 and a driver for reaching a destination. It includes a switch for setting a route (guidance route).
As the various switches forming the operation switch group 35, a touch switch integrally formed with the display device 36 may be used, or a general mechanical switch may be used.

The display device 36 displays the current position of the vehicle and the like on the map. The navigation ECU 32 includes a position detection device 33, a map data input device 34, and an operation switch group 3
Based on each signal input from 5, the optimum route to the destination set by the driver is selected using a known technique such as the Dijkstra method, and the route and the current position of the vehicle are displayed on the display device 36. Display it. Also, navigation EC
U32 is a position detection device 33 and a map data input device 3
4 based on each signal input from the front recognition sensor 3, the signal indicating the preceding vehicle information input from the front recognition sensor 3, and the signal indicating the operation state of the winker 41, the target acceleration regulation control (target control amount). Each control signal for (regular control) is generated, and each control signal is output to the inter-vehicle distance control ECU 4.

(First Embodiment) Next, the operation of the first embodiment of the present invention will be described with reference to the drawings. FIG. 2 is a flow chart for explaining the operation of the first embodiment. When the ignition switch and the cruise main switch 23 are turned on and the ECUs 4 to 6, the front recognition sensor 3, and the navigation device 31 are activated, these devices 3 to 6 and 31 follow a program stored in advance in a built-in ROM or RAM. The processing of the following steps is executed by various arithmetic processing by the computer. The program is recorded in a computer-readable recording medium (floppy disk, magneto-optical disk, CD-ROM, hard disk, etc.) and loaded into each of the devices 3 to 6 and 31 as needed to start. You may use it by doing.

As shown in FIG. 2, first, in step (hereinafter referred to as S) 1100, the navigation EC
U32 sets the setting error Dn in the map data of the branch point N about the branch point N of the main road of the own vehicle and the installation road branched from the main road.

FIG. 3 is a schematic diagram for explaining the operation of the first embodiment. The main line of the traveling road R of the own vehicle and the attachment road T branched from the main line branch at a branch point N. Here, the map data input by the map data input device 34 includes three segments SG for each road R, T.
The data of 1 to SG3 are included. That is, the traveling road R is divided into two segments SG1 and SG2 by the branch point N.
The segment SG3 corresponding to the attachment road T is connected to the branch point N.

Since the position data of the branch point N included in the map data input by the map data input device 34 includes a certain amount of error, the setting error Dn is set in S1100. Here, as a method of setting the setting error Dn, for example, there are the following methods.

(1) The setting error Dn is set to a constant value regardless of the location in the map data. That is, it is assumed that the position data of the branch point N in the map data input by the map data input device 34 has a uniform error, and the setting error Dn is set in advance.

(2) The setting error Dn is set to a value predetermined for each area in the map data. For example, within A prefecture, setting error Dn for B city and C city
= Dn1, areas other than B city and C city, a setting error Dn is preset for each preset area such as setting error Dn = Dn2 (Dn2> Dn1).

(3) The setting error Dn is set to a predetermined value for each branch point in the map data. For example, for the branch point N1, the setting error Dn = Dn1, the branch point N2
Regarding (not shown), a setting error Dn = Dn2 (Dn2>
The setting error Dn is predetermined for each of the branch points N1 and N2, such as Dn1).

The specific numerical value of the setting error Dn in (1) to (3) above may be determined experimentally. Next, in S1200 shown in FIG. 2, the navigation ECU 32 sets the measurement error De of the current position of the vehicle. That is, since the current position data of the vehicle detected by the position detection device 33 includes some error,
In S1200, the measurement error De is set.

As a method of setting the measurement error De, there are the following methods, for example. [1] The measurement error De is set to a constant value regardless of the operating state of the position detection device 33. That is, the current position data of the vehicle detected by the position detection device 33 is assumed to have a uniform error, and its measurement error De is set in advance.

[2] When the GPS receiver 42 receives the radio wave transmitted from the GPS satellite and is operating normally, the measurement error De is set to De1 and the GPS receiver 42 sets G
When the radio wave transmitted from the PS artificial satellite cannot be received and the operation cannot be performed, the measurement error De is set to De = De2 (De2> De1).

[3] In addition to the above [2], position detection accuracy by each sensor (gyroscope 37, vehicle speed sensor 14, sensor for obtaining direction by accumulating steering angle, geomagnetic sensor, etc.) provided in the position detection device 33. When the complement of the position detection accuracy is reliably performed, the measurement error De = De1 is set, and when the complement of the position detection accuracy is not sufficiently performed, the measurement error De = De2 (De2> De1) is set.

The specific numerical value of the measurement error De in the above [1] to [3] may be experimentally determined. Next, in S1300, the navigation ECU
32 is a branch point from the current position of the own vehicle based on the position data of the branch point N included in the map data input by the map data input device 34 and the current position data of the own vehicle detected by the position detection device 33. The distance Dd to N is measured and calculated. Here, as described above, the position data of the branch point N included in the map data input by the map data input device 34 includes the setting error Dn, and is included in the current position data of the own vehicle detected by the position detection device 33. Also includes the measurement error De,
The distance Dd measured in S1300 has both errors Dn,
De will be included.

Next, in S1400, the navigation ECU 32 determines whether or not the value (Dn + De) obtained by adding the measurement error De to the setting error Dn exceeds the distance Dd (Dd> Dn + De. S1400: N).
O) shifts to S1500 and exceeds (Dd ≦ Dn +
De. S1400: YES) moves to S1600.
FIG. 4 is a schematic diagram showing the positional relationship between the branch point N and the own vehicle in S1400.

That is, in this S1400, it is determined whether or not the current position of the vehicle exceeds the distance from the branch point N by the addition value (Dn + De) and is in the front position. Next, in S1600, the navigation ECU 32
Is a value obtained by adding the measurement error De to the setting error Dn (Dn +
De) determines whether or not the value obtained by multiplying the distance Dd by -1 is exceeded, and when it does not exceed (-Dd ≧ Dn + De. S160
0: NO) shifts to S1500, and when it exceeds (-Dd
<Dn + De. S1600: YES) moves to S1700.

FIG. 5 is a schematic diagram showing the positional relationship between the branch point N and the own vehicle in S1600. That is, this S16
In 00, it is determined whether or not the current position of the host vehicle is at a position where the current position has passed the branch point N beyond the distance of the added value (Dn + De). Then, in S1500,
The navigation ECU 32 outputs a control signal for canceling the regulation of the upper limit value of the target acceleration (hereinafter referred to as target acceleration upper limit regulation cancellation control signal) to the inter-vehicle distance control ECU 4, and then returns to S1100.

Further, in S1700, the navigation ECU 32 outputs a control signal for defining the upper limit value of the target acceleration to zero (hereinafter referred to as a target acceleration zero defining control signal) to the inter-vehicle distance control ECU 4, and then S110.
Return to 0. The inter-vehicle distance control ECU 4 uses the above-mentioned publications (JP-A-10-109627 and JP-A-11-34694).
Target acceleration as a target control amount calculated by the method disclosed in Japanese Patent Laid-Open Publication No. 2003-331, which is input from the navigation ECU 32 (target control amount specifying control).
Based on each control signal (target acceleration upper limit regulation release control signal, target acceleration zero regulation control signal) for
It outputs to U5 and brake ECU6. That is, the inter-vehicle distance control ECU 4 uses the calculated target acceleration as it is when the target acceleration upper limit specified release control signal is generated in S1500, and the calculated target acceleration when the target acceleration zero specified control signal is generated in S1700. Change the acceleration to zero.

Engine ECU 5 and brake ECU 6
Performs the drive control based on the target acceleration input from the inter-vehicle distance control ECU 4. Regarding the drive control of the engine ECU 5 and the brake ECU 6, the respective publications (JP-A-10-109627 and JP-A-11).
-34694), the description is omitted.

As described above, according to the first embodiment, when the current position of the vehicle is within the distance from the branch point N by the added value (Dn + De) (S1400: YES, and S
1600: YES), when the upper limit value of the target acceleration is regulated to zero (S1700) and the current position of the vehicle exceeds the distance from the branch point N by the added value (Dn + De) (S1).
In the case of 400: NO, or S1600: NO), the regulation of the upper limit of the target acceleration is canceled (S1500).

Therefore, when the vehicle is running near the branch point N, the target acceleration is set to zero and the acceleration is suppressed. Therefore, when entering the installation road from a highway or a general road, the own vehicle is not accelerated even if there is no preceding vehicle, and the acceleration can be suppressed.

When the host vehicle is not traveling near the branch point N, the regulation of the target acceleration is released. Therefore, the acceleration control is actively performed as in the conventional case, and the target acceleration is exceeded when overtaking the preceding vehicle. It is not set to a low value, sufficient acceleration is made, and it does not take time to pass, so it is possible to prevent the driver from feeling annoyed.

Then, the setting error Dn in the map data of the branch point N is set, and the measurement error De of the current position of the own vehicle is set, and the addition value (Dn + D) of these errors is set.
The upper limit of the target acceleration is set to zero when the current position of the vehicle is within the distance e) minutes. Therefore, the setting error D
n or the measurement error De causes the vehicle to actually reach the branch point N.
It is possible to prevent an erroneous determination that the vehicle is traveling even though the vehicle is not traveling in the vicinity. Therefore, the influence of the setting error Dn and the measurement error De can be eliminated, and it is possible to accurately detect the possibility that the own vehicle will enter the installation road branched from the main line of the traveling road, thus ensuring the acceleration of the own vehicle. Can be suppressed.

(Second Embodiment) Next, the operation of the second embodiment of the present invention will be described with reference to the drawings. FIG. 6 is a flow chart for explaining the operation of the second embodiment. First, in S2100, the navigation ECU 32 determines the number of lanes on the road on which the vehicle is traveling.

Here, as a method of determining the number of lanes of the road on which the vehicle is traveling, there are the following methods, for example. For each roadside object existing on both sides of the vehicle recognized by the front recognition sensor 3, the width of the traveling road is determined based on the distribution status of the distance of each roadside object to the vehicle side, and the width of the traveling road is determined from the width. Determine the number of lanes.

The map data input by the map data input device 34 is made to include the number of lanes in advance, and the number of lanes on the traveling road is determined from the current position of the vehicle detected by the position detecting device 33. Next, in S2200, the navigation ECU 32 determines the traveling lane of the vehicle on the traveling road. Here, as a method of determining the traveling lane of the own vehicle,
For example, for each roadside object existing on both sides or one side of the own vehicle recognized by the front recognition sensor 3, the traveling lane of the own vehicle is determined based on the distribution state of the relative lateral distance between each roadside object and the own vehicle position. There is a way to do it.

Next, in S2300, the navigation ECU 32 executes an evaluation process of the possibility that the host vehicle will leave the main road of the traveling road (main road departure possibility evaluation process).
Details of the processing in S2300 will be described below with reference to FIGS.
This will be described with reference to the flowchart shown in FIG. 7 to 10, the same process has the same step number.

FIG. 7 is a flow chart for explaining a first processing example which embodies the processing in S2300. First, in S2301, it is determined from the determination result of S2100 whether or not the number of lanes on the traveling road of the own vehicle has increased. If the number has increased (S2301: YES), S2302 is determined.
If it does not increase (S2301: NO), go to S2
Move to 303.

A flag xplan is set in S2302,
Then, after setting the flag xramp in S2304, the process returns to the main routine and proceeds to S2400.
In addition, in step S2303, the flag xpla is generated in step S2302.
It is determined whether or not the vehicle has traveled a predetermined distance Dw or more after n has been set, and if the vehicle is traveling (S2303: YE
S) shifts to S2305, and when not traveling (S2
303: NO) moves to S2304.

After the flag xramp is lowered in S2305 and then the flag xplan is lowered in S2306, the process returns to the main routine and shifts to S2400. As described above, in the first processing example, there is a possibility that the own vehicle may leave the main line of the traveling road from the time when the number of lanes of the traveling road of the own vehicle increases until the vehicle travels the predetermined distance Dw. A flag xramp is set to be set.

That is, as shown in FIG. 3, the attachment road T does not suddenly branch from the traveling road R, but only a predetermined distance Dw before the actual connecting position A of the attaching road T to the traveling road R. There is a portion B in which the attaching road T is formed as one lane of the traveling road R, and the number of lanes of the traveling lane R in the portion B is increased by the amount of the attaching road T. Therefore, from the time when the number of lanes on the road on which the vehicle is traveling increases until the vehicle travels the predetermined distance Dw, the vehicle is traveling on the traveling road R where the portion B is provided. It can be said that there is a possibility of leaving the main line (possibly entering the access road T).

FIG. 8 is a flow chart for explaining a second processing example in which the processing in S2300 is embodied. In the second processing example, the difference from the first processing example is S
The only difference is that the process of S2310 is provided before 2304. That is, after the processing of S2302 and S23.
In the case of 03: NO, the process proceeds to S2310.

Then, in S2310, S2200
It is determined from the determination result of No. whether the own vehicle is traveling in the increased lane, and if it is traveling (S2310: YES), S230
If the vehicle is not traveling (S2310: NO), the process proceeds to S2305. As described above, in the second processing example, between the time when the number of lanes on the traveling road of the own vehicle increases and the time when the vehicle travels the predetermined distance Dw, and when the own vehicle is traveling in the increased lane, The flag xramp is set.

That is, in the second processing example, by adding the condition that the own vehicle is traveling in the increased lane to the first processing example, the own vehicle may leave the main road. (Possibility of entering the access road T) is determined more reliably. FIG. 9 is a flowchart for explaining a third processing example that embodies the processing in S2300.

The third processing example differs from the first processing example in the following points. S2301 is replaced by the process of S2320. Then, in S2320, it is determined from the determination result of S2100 whether or not the number of lanes of the road on which the vehicle is traveling has decreased from a plurality to one (S2320: YE
If S) shifts to S2302 and does not decrease (S232)
0: NO) moves to S2303.

In S2303, it is determined whether or not the vehicle has traveled a predetermined distance Dx or more after the flag xplan was set in S2302. As described above, in the third processing example, the flag xr is set from the time when the number of lanes on the road on which the vehicle is traveling is decreased from a plurality of lanes to the time when the vehicle travels the predetermined distance Dx.
I am trying to set up an amp.

That is, as shown in FIG. 3, the number of lanes on the connecting road T is one, and the number of lanes on the traveling road R is plural. Therefore, the number of lanes on the traveling road of the own vehicle is changed from plural to one. It can be said that the vehicle is traveling on the attachment road T from the time when it decreases until the vehicle travels the predetermined distance Dx. FIG. 10 is a flowchart for explaining a fourth processing example that embodies the processing in S2300.

First, in S2331, it is determined from the determination result of S2100 whether or not the number of lanes on the road on which the vehicle is traveling is plural, and if plural (S2331: YES), S2332.
If it does not increase (S2331: NO), go to S2
Move to 306. In S2332, it is determined from the determination result of S2200 whether or not the own vehicle is traveling in the lane on the side where the installation road exists, and if it is traveling (S2332: YES).
Shifts to S2304 and is not traveling (S233
2: NO) moves to S2305.

As described above, in the fourth processing example, when the number of lanes of the road on which the vehicle is traveling is plural and the vehicle is traveling in the lane on the side where the installation road exists, the flag xr is set.
I am trying to set up an amp. That is, as shown in FIG. 3, when there are a plurality of lanes on the road on which the vehicle is traveling and the vehicle is traveling on the side where the installation road exists,
The vehicle is traveling on a traveling road R provided with a portion B,
At that time, it can be said that there is a possibility of leaving the main line of the traveling road (the possibility of entering the attachment road T).

As described above, after the main line departure possibility evaluation process is executed in S2300, the process returns to the main routine and proceeds to S2400. In S2400 shown in FIG. 6, the navigation ECU 32 determines whether or not the flag xramp is set in S2300, and the flag xra is set.
If mp is set (S2400: YES), S2
If the flag xramp is cleared (S2400: NO), the process proceeds to S2600.

At S2500, the navigation EC
U32 sends a control signal (target acceleration zero regulation control signal) for regulating the upper limit value of the target acceleration to zero.
After outputting to CU4, the process returns to S2100. Also, S2
In 600, the navigation ECU 32 outputs a control signal for canceling the regulation of the upper limit value of the target acceleration (target acceleration upper limit regulation cancellation control signal) to the inter-vehicle distance control ECU 4, and then returns to S2100.

The inter-vehicle distance control ECU 4 uses the calculated target acceleration as the navigation EC, as in the first embodiment.
After the regulation based on each control signal (target acceleration upper limit regulation release control signal, target acceleration zero regulation control signal) input from U32 for the target acceleration regulation control, the engine ECU 5 outputs a signal representing the target acceleration after the regulation. And to the brake ECU 6.

As described above, according to the second embodiment, S2
In 300 (first to fourth processing examples), the possibility that the vehicle will enter the installation road is determined, and when the vehicle may enter the installation road, the target acceleration is set to zero and the acceleration is suppressed. , The target acceleration regulation is canceled when there is no possibility that the vehicle will enter the installation road. Therefore, also in the second embodiment, it is possible to obtain the same actions and effects as in the first embodiment.

The present invention is not limited to each of the above-described embodiments, but may be modified as follows.
The effect can be obtained. (1) In S2303 of the second embodiment, it is determined whether or not the own vehicle has traveled a predetermined distance Dw (or Dx) or more since the flag xplan was set in S2302.
A predetermined distance D after the flag xplan is set at 302
It may be determined whether or not the time (predetermined time) required for the vehicle to travel the distance corresponding to w (or Dx) has elapsed.

(2) In S1500 of the first embodiment and S2600 of the second embodiment, the regulation of the upper limit value of the target acceleration is canceled. However, the regulation of the upper limit value is not canceled, but the target acceleration of the target acceleration is not canceled. The upper limit may be set to a relatively high value (for example, 0.7 m / s ² ).

Further, in S1600 of the first embodiment and S2500 of the second embodiment, the upper limit value of the target acceleration is set to zero, but the upper limit value is not set to zero, but the upper limit value of the target acceleration is set. Values are relatively low (for example,
It may be set to 0.15 m / s ² ).

The specific upper limit value of the target acceleration may be experimentally determined. (3) In the first embodiment, the navigation ECU 3
2 shifts from S1600 to S1700 when it is determined that the winker 41 is operated and lit so as to change the lane to the lane on which the installation road exists, based on the signal indicating the operation state of the winker 41, If not so determined (when the turn signal 41 is turned on but the lane is changed to the opposite lane on the side where the installation road exists, or when the turn signal 41 is not turned on), the process proceeds from S1600 to S1500.

Further, in the second embodiment, the navigation ECU 32 is operated and lit so that the own vehicle changes lanes to the lane on the side where the installation road exists, based on the signal indicating the operation state of the winkers 41. If it is determined that it has been determined, the process proceeds from S2400 to S2500, and if not determined, the process proceeds from S2400 to S2600.

That is, when the winker 41 is operated and lit so as to change the lane of the own vehicle to the lane on which the installation road exists, it can be said that the operation and lighting of the winker 41 is for entering the installation road. . Therefore, with this configuration, it is possible to more reliably detect the possibility that the vehicle will enter the installation road, and it is possible to increase the reliability of the possibility detection.

(4) In the first embodiment, the navigation ECU 32 determines that the preceding vehicle (control object in front of the own vehicle) is present based on the signal representing the preceding vehicle information input from the front recognition sensor 3. From S1600 to S1700 when it is determined that the state has changed to a state that does not exist from S1600 to S15.
Move to 00.

Further, in the second embodiment, the navigation ECU 32 determines whether the preceding vehicle (control object in front of the own vehicle) exists based on the signal representing the preceding vehicle information input from the front recognition sensor 3. If it is determined that the state does not exist, the process proceeds from S2400 to S2500, and if not so determined, the process proceeds from S2400 to S26.
Move to 00.

That is, in the first and second embodiments, the acceleration is suppressed near the branch point between the traveling road and the installation road, so that even if the driver wants to go straight on the traveling road, the acceleration is suppressed and a sense of discomfort is felt. Sometimes. Therefore, by suppressing the acceleration of the own vehicle only when the preceding vehicle no longer exists, the own vehicle travels after the preceding vehicle on the road, the preceding vehicle goes straight, and only the own vehicle is installed. Acceleration can be suppressed only when entering the road, and the discomfort can be eliminated.

(5) According to the optimum route to the destination selected by the navigation ECU 32, the acceleration of the host vehicle may be suppressed when the vehicle is guided to enter the installation road. . (6) In each of the above embodiments, the upper limit value of the target acceleration is regulated, but the target acceleration is not limited to the target acceleration, and a target control amount for accelerating and decelerating the own vehicle, such as a target torque, is set. It can also be applied to those that are regulated.

(7) In the first embodiment, in S1400 and S1600, the value (Dn + De) obtained by adding the measurement error De to the setting error Dn is compared with the distance Dd. Either one may be compared with the distance Dd. That is, S
At 1400, the navigation ECU 32 determines that either the setting error Dn or the measurement error De is the distance D.
It is judged whether or not d is exceeded, and when it is not exceeded (Dd> Dn
Or De. If S1400: NO, the process proceeds to S1500, and if it exceeds (Dd ≦ Dn or De. S140
0: YES) may shift to S1600. Further, in S1600, the navigation ECU
32 determines whether or not either one of the setting error Dn and the measurement error De exceeds the value obtained by multiplying the distance Dd by -1. When not exceeding (-Dd ≧ Dn or De. S16).
00: NO) moves to S1500 and exceeds (-D
d <Dn or De. S1600: YES) is S17
You may make it shift to 00.

[Brief description of drawings]

FIG. 1 is a block diagram showing a schematic configuration of each embodiment embodying the present invention.

FIG. 2 is a flowchart for explaining the operation of the first embodiment.

FIG. 3 is a schematic diagram for explaining the operation of the first and second embodiments.

FIG. 4 is a schematic diagram for explaining the operation of the first embodiment.

FIG. 5 is a schematic diagram for explaining the operation of the first embodiment.

FIG. 6 is a flowchart for explaining the operation of the second embodiment.

FIG. 7 is a flowchart for explaining details of processing of S2300 in FIG.

8 is a flowchart for explaining details of processing of S2300 in FIG.

9 is a flowchart for explaining the details of the process of S2300 of FIG.

FIG. 10 is a flowchart for explaining details of processing of S2300 in FIG.

[Explanation of symbols]

2 ... Automatic travel control device 3 ... Front recognition sensor 4 ... Inter-vehicle distance control electronic control device 5 ... Engine electronic control device 6 ... Brake electronic control device 31 ... Navigation device 32 ... Navigation electronic control device 33 ... Position detection device 34 ... Map data Input device 41 ... Winker

─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Keiji Matsuoka 1-1, Showa-machi, Kariya city, Aichi prefecture, DENSO CORPORATION (72) Inventor Tsutomu Natsume 1-1-Chome, Showa town, Aichi prefecture, DENSO corporation ( 56) References JP-A-10-329576 (JP, A) JP-A-11-37776 (JP, A) JP-A-5-62093 (JP, A) JP-A-10-44827 (JP, A) JP 11-53698 (JP, A) JP 9-178505 (JP, A) JP 11-20504 (JP, A) JP 2000-258397 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) G08G 1/00-1/16 B60K 31/00

Claims (7)

(57) [Claims] Claim: What is claimed is: 1. An automatic cruise control device for controlling a traveling state of a vehicle according to a situation of a preceding vehicle which is an object of control, and a lane number determining means for determining the number of lanes of a traveling road of the vehicle. Based on the traveling lane determining means for determining the traveling lane of the vehicle on the traveling road, the number of lanes determined by the lane number determining means, and the traveling lane determined by the traveling lane determining means Main line departure possibility determining means for determining the possibility of leaving the main line of the vehicle, and the main vehicle leaving possibility determination means, if the vehicle may leave the main line of the traveling road The target upper limit value of the target controlled variable is set to the first specified value, and when it is determined that there is no such possibility, the upper limit value of the target controlled amount is set to the second specified value that is larger than the first specified value. And a control amount defining means. Automatic driving control device. 2. The automatic travel control device according to claim 1 , wherein the lane departure possibility determining means travels a predetermined distance or a predetermined time after the lane number determining means determines that the number of lanes has increased. Until then, it is determined that the own vehicle may leave the main line of the traveling road. 3. The automatic travel control device according to claim 1 , wherein the lane departure possibility determining means travels a predetermined distance or a predetermined time after the lane number determining means determines that the number of lanes has increased. In the meantime, and when it is determined by the traveling lane determining means that the vehicle is traveling in the increased lane, it is determined that the vehicle may leave the main lane of the traveling road. An automatic traveling control device characterized by. 4. The automatic travel control device according to claim 1 , wherein the lane departure possibility determining means determines a predetermined distance after the lane number determining means determines that the number of lanes has decreased from a plurality of lanes to one. Alternatively, the automatic traveling control device is characterized in that it is determined that the vehicle may leave the main line of the traveling road until the vehicle travels for a predetermined time. 5. The automatic travel control device according to claim 1 , wherein the main lane departure possibility determination means has a plurality of lanes by the lane number determination means, and the own lane is determined by the travel lane determination means. When the vehicle is determined to be traveling in the lane on which the installation road exists, it is determined that the vehicle may leave the main lane of the traveling road. 6. The automatic traveling control device according to claim 1 , further comprising a turn signal detecting means for detecting an operation lighting state of a turn signal provided in the own vehicle, wherein the main line separation possibility determination is made. The means is the own vehicle in the determination.
Is determined to have the potential to leave the main road
In this case, when the winker detection means detects that the winker has been operated and turned on so that the own vehicle changes to the lane where the installation road exists , the own vehicle leaves the main road. An automatic cruise control device characterized by determining that there is a possibility of 7. The automatic travel control device according to claim 1 , further comprising front recognition means for detecting the presence of an object to be controlled in front of the own vehicle, the main line departure possibility judgment means. Is the vehicle
Is determined to have the potential to leave the main road
In this case, when it is detected by the front recognition means that the controlled object in front of the vehicle has changed from the state in which the controlled object exists to the state in which the controlled object does not exist , the vehicle may leave the main road. An automatic travel control device characterized by determining that there is.