JP4962137B2 - Follow-up control device - Google Patents

Description

  The present invention relates to a follow-up travel control device that controls follow-up travel to a preceding vehicle.

  In order to reduce the driving load on the driver, various driving support devices that perform driving support have been developed. The driving support device includes a follow-up travel control device (inter-vehicle distance control device) that performs vehicle speed control (throttle control, brake control, etc.) to follow the preceding vehicle. The follow-up running control includes a high-speed follow-up control that provides assistance during high-speed running on an expressway and the like, and a low-speed follow-up control that provides assistance during low-speed running in a traffic jam. In the high-speed tracking control, the vehicle speed control is normally performed so as to maintain the vehicle speed set by the driver, and when the preceding vehicle exists, the vehicle speed control is performed so as to follow the preceding vehicle. On the other hand, in the low speed tracking control, the vehicle speed control is performed so as to follow the preceding vehicle at a predetermined vehicle speed or less. Further, some of the following traveling control devices perform following control in the entire vehicle speed range from a low speed range (including a stop) to a high speed range.

In the case of a follow-up traveling control device that performs follow-up control including stopping, it is a condition that the driver performs a predetermined operation when the host vehicle starts from a stop state. For example, in the follow-up travel control device in Patent Document 1, a driving operation (operation of pressing a start switch) that requests a driver to start within a predetermined time after detecting the start of a preceding vehicle during stop control of the host vehicle. If detected, the control state of the host vehicle is changed from stop control to follow-up control.
JP 2005-231490 A Japanese Patent Laid-Open No. 10-166895 JP 2006-123853 A

  In the follow-up running control device, the preceding vehicle or the like is detected using various sensors, but the detection accuracy is not 100%. Therefore, in the case of starting from a stopped state by the follow-up travel control device, it is necessary to start on the condition that the driver has confirmed safety. Therefore, as in the above-described follow-up travel control device, the conditions for starting an operation by the driver are set. However, it is very easy for the driver to handle the start operation by manual operation such as a start switch. Therefore, when the driver gets used to the manual operation, the driver may perform the manual operation while looking aside.

  Therefore, an object of the present invention is to provide a follow-up travel control device that can start safely from a stopped state.

  A follow-up travel control device according to the present invention is a follow-up travel control device that controls the follow-up travel to a preceding vehicle, a driver state detection unit that detects a face direction or a line-of-sight direction of a driver, and a stop state by manual operation. First instruction means for instructing start of start or follow-up running control and second instruction means for instructing start of start-up or follow-up running control from a stopped state by an accelerator pedal operation, and driver state detection means during vehicle stop control When it is determined to look aside based on the face orientation or the line-of-sight direction detected by the above, the operation by the first instruction means is prohibited and the operation by the second instruction means is permitted.

  In this follow-up running control device, when the own vehicle stops during the follow-up running control and starts from a stopped state, or when the own vehicle stops, the follow-up running control device is started and the following running control starts (and thus starts). Therefore, the first instruction means and the second instruction means are provided as a start operation by the driver. The first instruction means is means for instructing start or follow-up running control start from a stop state by manual operation of a driver, such as a switch or a lever. In the case of manual operation, when the driver gets used to the operation, there is a possibility of operating while looking aside. In such a case, it is necessary to prohibit the start of the vehicle when it is determined to look aside. On the other hand, a 2nd instruction | indication means is a means to instruct | indicate start from the stop state or follow-up running control by the accelerator operation with respect to the accelerator pedal by a driver | operator. A normal driver depresses an accelerator pedal while confirming safety of a preceding vehicle or a pedestrian when starting the vehicle from a stopped state. Therefore, when the accelerator operation is performed while the vehicle is stopped, it can be estimated that the safety confirmation by the driver is surely performed. However, since the driver may perform the accelerator operation in the left-right direction in order to confirm a pedestrian or the like, there is a possibility that the operation is determined to be a look aside. In such a case, it is necessary to permit the vehicle to start in order to reflect the driver's intention even when it is determined to be a side look. Therefore, in the follow-up travel control device, during the vehicle stop control, the driver state detection means detects the driver's face direction or line-of-sight direction, and determines that the driver is looking aside from the detected face direction or line-of-sight direction. In this case, the operation by the first instruction means is prohibited and the operation by the second instruction means is permitted. In other words, in the following traveling control device, when the vehicle is stopped and the driver is not looking forward, only when the driver operates the accelerator pedal (when the driver depresses the accelerator pedal while checking the left and right) Only) The vehicle is allowed to start from the stop control and start or follow running control. In this way, in the follow-up travel control device, when the driver is not looking forward, it can be started only by the accelerator pedal operation by the driver, so the start is surely made when the driver is really looking aside. The vehicle can be started safely. Further, in the follow-up traveling control device, even when it is determined that the driver is looking aside, when the accelerator pedal is being operated, the driver can start the vehicle by assuming that the looking is a safety confirmation operation in the left-right direction.

  In the present invention, when the driver is not looking forward, the vehicle can be started only by the accelerator pedal operation by the driver, so that the vehicle can be started safely from the stop state.

  Embodiments of a follow-up travel control device according to the present invention will be described below with reference to the drawings.

  In the present embodiment, the follow-up travel control device according to the present invention is applied to a follow-up travel control device that performs follow-up control in all vehicle speed ranges from a low speed range (including a stop) to a high speed range. In the follow-up travel control device according to the present embodiment, when the own vehicle stops during follow-up control and starts from a stopped state, or when the own vehicle stops, the follow-up control travel device is activated to start follow-up control and start In this case, two start operations are prepared: a switch operation to the follow-up control switch by the driver and an accelerator operation to the accelerator pedal.

  With reference to FIG.1 and FIG.2, the following travel control apparatus 1 which concerns on this Embodiment is demonstrated. FIG. 1 is a configuration diagram of the follow-up travel control device according to the present embodiment. FIG. 2 is a timing chart showing switch start and accelerator start permission / prohibition according to the driver's face orientation in the follow-up travel control device of FIG.

  During normal follow-up control, the follow-up running control device 1 controls the vehicle speed to follow the preceding vehicle when the preceding vehicle exists, and maintains the target vehicle speed set by the driver when the preceding vehicle does not exist. To control the vehicle speed. In particular, when the host vehicle stops, the follow-up running control device 1 shifts to stop holding control, determines whether the vehicle can be started safely based on the side-arming determination for the driver and the two start operations by the driver. If this is the case, the system shifts to start control.

  For this purpose, the follow-up travel control device 1 includes a radar sensor 10, a face orientation detection sensor 11, a steering sensor 12, a yaw rate sensor 13, a G sensor 14, a follow-up control setting switch 20, a stop lamp switch 21, an engine control ECU [Electronic Control Unit]. ] (Accelerator sensor 15, throttle actuator 30), brake control ECU 41 (vehicle speed sensor 16, brake actuator 31), and follow-up control ECU 50 are provided. The radar sensor 10, the face orientation detection sensor 11, the follow-up control setting switch 20, and the stop lamp switch 21 are directly connected to the follow-up travel control device 1 and directly transmit / receive signals to / from the follow-up travel control device 1. The steering sensor 12, the yaw rate sensor 13, the G sensor 14, the engine control ECU 40, and the brake control ECU 41 transmit and receive signals to and from the following travel control device 1 via a CAN [Controller Area Network]. Note that the form in which signals are transmitted and received between the elements (for example, a form using a communication protocol such as direct connection or CAN) is not limited to this form, and an appropriate form may be used.

  In the present embodiment, the face direction detection sensor 11 corresponds to the driver state detecting means described in the claims, and the processes in the tracking control setting switch 20 and the tracking control ECU 50 are described in the claims. It corresponds to the instruction means, and the processing in the accelerator sensor 15 and the follow-up control ECU 50 corresponds to the second instruction means described in the claims.

  The radar sensor 10 is a sensor that irradiates an electromagnetic wave such as a millimeter wave in the front, receives a reflected wave that returns after being reflected by an object, and detects information related to the transmission and reception. The radar sensor 10 transmits the detected transmission / reception information to the tracking control ECU 50 as a radar signal.

  The face orientation detection sensor 11 includes a camera and an image processing device. The camera captures the periphery of the driver's face and outputs the captured image data to the image processing apparatus. In the image processing apparatus, the face portion of the driver is extracted from the captured image, and the face direction of the driver is detected. Then, the face orientation detection sensor 11 transmits the detected face orientation information to the tracking control ECU 50 as a face orientation signal. The face direction is expressed as an angle with the traveling direction of the host vehicle as the center, and the right side from the center is a positive value and the left side from the center is a negative value.

  The steering sensor 12 is a sensor that detects the steering angle of the steering wheel. The steering sensor 12 transmits the detected steering angle to the tracking control ECU 50 as a steering signal.

  The yaw rate sensor 13 is a sensor that detects the yaw rate acting on the vehicle. The yaw rate sensor 13 transmits the detected yaw rate to the tracking control ECU 50 as a yaw rate signal.

  The G sensor 14 is a sensor that detects the lateral G acting on the vehicle. The G sensor 14 transmits the detected lateral G to the tracking control ECU 50 as a G signal.

  The accelerator sensor 15 is a sensor that detects the amount of depression (operation amount) of the accelerator pedal. The accelerator sensor 15 transmits the detected depression amount to the engine control ECU 40 as an accelerator signal. Further, the engine control ECU 40 transmits the accelerator pedal depression amount itself or the accelerator pedal on / off information determined from the depression amount to the follow-up control ECU 50 as an accelerator pedal information signal. In addition to the accelerator sensor 15, detection signals from various sensors such as an intake air temperature sensor, a water temperature sensor, and a crank angle sensor are transmitted to the engine control ECU 40.

  The vehicle speed sensor 16 is a wheel speed sensor that detects the rotational speed of the wheel. The vehicle speed sensor 16 transmits the rotation speed as a vehicle speed signal to the brake control ECU 41. Although the vehicle speed is estimated based on the detection value of the vehicle speed sensor 16, other vehicle speed sensors such as a sensor for detecting the rotation speed of the transmission may be used in addition to the vehicle speed sensor 16. The brake control ECU 41 transmits the rotational speed of the wheel itself or vehicle speed information estimated from the rotational speed to the follow-up control ECU 50 as a vehicle speed information signal. In addition to the vehicle speed sensor 16, detection signals from various sensors such as a brake pedal sensor, a master cylinder pressure sensor, and a wheel cylinder pressure sensor are transmitted to the brake control ECU 41.

  The follow-up control setting switch 20 is a switch for performing operations such as turning on (starting) / off (stopping) the follow-up running control device 1, setting a target vehicle speed, and resuming (restarting from a stopped state). The tracking control setting switch 20 transmits operation information performed by the driver to the tracking control ECU 50 as a tracking control setting switch signal.

  The stop lamp switch 21 is a switch that detects whether or not the brake pedal has been depressed (brake on / off). When the stop lamp switch 21 is on, the stop lamp is turned on, and when it is off, the stop lamp is turned off. The stop lamp switch 21 transmits the on / off information to the follow-up control ECU 50 as a stop lamp switch signal.

  The throttle actuator 30 is an actuator that adjusts the opening of the throttle valve. The throttle actuator 30 operates according to a target throttle opening signal from the engine control ECU 40, and adjusts the opening of the throttle valve. When the target opening is reached, the vehicle has the target acceleration set by the engine control ECU 40 and the target vehicle speed.

  The brake actuator 31 is an actuator that adjusts the brake hydraulic pressure of the wheel cylinder of each wheel. The brake actuator 31 operates according to the target hydraulic pressure signal from the brake control ECU 41, and adjusts the brake hydraulic pressure of the wheel cylinder. When the target hydraulic pressure is reached, the vehicle has the target deceleration set by the brake control ECU 41 and the target vehicle speed.

  The engine control ECU 40 is a control device that controls the engine (and thus the driving force). The engine control ECU 40 sets a target acceleration based on an accelerator pedal operation by the driver. Then, the engine control ECU 40 sets a target opening of the throttle valve necessary for achieving the target acceleration, and transmits the target opening to the throttle actuator 30 as a target throttle opening signal. In particular, when receiving an engine control signal from the follow-up control ECU 50, the engine control ECU 40 transmits a target throttle opening signal for achieving the target acceleration indicated by the engine control signal to the throttle actuator 30.

  The brake control ECU 41 is a control device that controls each brake (and thus the braking force). The brake control ECU 41 sets a target deceleration based on a brake pedal operation by the driver. Then, the brake control ECU 41 sets the brake hydraulic pressure of the wheel cylinder of each wheel necessary for achieving the target deceleration, and transmits the brake hydraulic pressure to the brake actuator 31 as a target hydraulic pressure signal. In particular, when the brake control ECU 41 receives a brake control signal from the follow-up control ECU 50, the brake control ECU 41 transmits a target hydraulic pressure signal for achieving the target deceleration indicated by the brake control signal to the brake actuator 31.

  The follow-up control ECU 50 is an electronic control unit including a CPU [Central Processing Unit], a ROM [Read Only Memory], a RAM [Random Access Memory], and the like, and comprehensively controls the follow-up running control device 1. The follow-up control ECU 50 activates the follow-up travel control device 1 when the driver turns on the follow-up control setting switch 20, and the driver turns off the follow-up control setting switch 20 while the follow-up travel control device 1 is operating. When the operation is performed, the follow-up traveling control device 1 is stopped.

  While the follow-up running control device 1 is in operation, the follow-up control ECU 50 takes in various signals from the various sensors 10, 11, 12, 13, 14, the switches 20, 21 and the control ECUs 40, 41, and follows based on the various signals. Control, stop hold control, start control, etc. are performed. The follow-up control ECU 50 sets a target acceleration / deceleration and transmits a control signal to the engine control ECU 40 and the brake control ECU 41 based on the target acceleration or the target deceleration. The target acceleration / deceleration is expressed as a positive value / negative value. When the value is positive, acceleration control (driving force control) is performed using the target acceleration. When the value is negative, deceleration control (braking force control) is performed using the target deceleration. It is.

  Following control will be described. The follow-up control ECU 50 calculates the traveling direction of the host vehicle based on the steering signal from the steering sensor 12, the yaw rate signal from the yaw rate sensor 13, and the G signal from the G sensor 14. The follow-up control ECU 50 considers the traveling direction of the host vehicle, determines the presence or absence of a forward vehicle (preceding vehicle) traveling in the same lane as the host vehicle based on the radar signal from the radar sensor 10, When there is a preceding vehicle, the distance between the host vehicle and the preceding vehicle and the relative speed are calculated.

  When the preceding vehicle exists, the follow-up control ECU 50 sets a target acceleration / deceleration necessary for maintaining the target distance with the preceding vehicle based on the inter-vehicle distance and relative speed with the preceding vehicle. This target distance may be a distance set by the driver, or may be a preset distance. On the other hand, when there is no preceding vehicle, the follow-up control ECU 50 sets a target acceleration / deceleration necessary for maintaining the target vehicle speed set by the driver. When the target acceleration / deceleration is a positive value, the follow-up control ECU 50 transmits the target acceleration to the engine control ECU 40 as an engine control signal. When the target acceleration / deceleration is a negative value, the follow-up control ECU 50 transmits the target deceleration to the brake control ECU 41 as a brake control signal.

  When the vehicle speed becomes 0 km / h due to the stop of the preceding vehicle during the follow-up control (when the host vehicle stops), the follow-up control ECU 50 releases the follow-up control and shifts to the stop holding control. Further, during the follow-up control, when the brake is turned on by the stop lamp signal from the stop lamp switch 21, the follow-up control ECU 50 stops the follow-up travel control device 1.

  The stop holding control will be described. The follow-up control ECU 50 sets a target deceleration necessary for the host vehicle to stop (and consequently brake hydraulic pressure necessary for the host vehicle to stop), and transmits the target deceleration to the brake control ECU 41 as a brake control signal. To do.

  The follow-up control ECU 50 determines, based on the face direction signal from the face direction detection sensor 11, whether the driver's face direction (angle) is less than a predetermined angle on the left and right with respect to the traveling direction. The predetermined angle is a determination angle of whether or not the driver is looking aside (whether or not the driver is looking at the front), and is set in advance by an experiment or the like.

  When the driver is not looking aside (when looking at the front), it can be assumed that the driver performs safety checks on the preceding vehicle, pedestrians, etc., and performs a start operation while checking ahead. Therefore, as shown in FIG. 2, when the driver is looking at the front, the start by the resume operation with respect to the follow-up control setting switch 20 is permitted and the start by the accelerator operation with respect to the accelerator pedal is permitted.

  Therefore, when the absolute value of the driver's face direction (angle) is less than a predetermined angle, the tracking control ECU 50 determines whether or not a resume operation has been performed based on the tracking control setting switch signal from the tracking control setting switch 20. At the same time, it is determined whether or not an accelerator operation has been performed based on an accelerator pedal information signal from the engine control ECU 40. When the resume operation or the accelerator operation is performed, the follow-up control ECU 50 releases the stop holding control and shifts to the start control. When the resume operation and the accelerator operation are not performed, the follow-up control ECU 50 continues the stop holding control.

  When the driver is looking aside (when not looking at the front), the driver may be looking aside but is facing left and right to confirm safety for pedestrians, etc. There is a possibility. In the case of the resume operation for the tracking control setting switch 20, there is a possibility that the operation is performed while looking aside when getting used to the operation. On the other hand, in the case of accelerator operation on the accelerator pedal, it is usually afraid that the driver does not operate the accelerator without checking the surroundings. There is a high possibility of misjudgment. Therefore, as shown in FIG. 2, when the driver is looking aside, starting by the resume operation on the follow-up control setting switch 20 is prohibited and starting by the accelerator operation on the accelerator pedal is permitted.

  Therefore, when the absolute value of the driver's face direction (angle) is equal to or greater than a predetermined angle, the follow-up control ECU 50 determines whether or not an accelerator operation has been performed based on an accelerator information signal from the engine control ECU 40. When the accelerator operation is performed, the follow-up control ECU 50 cancels the stop holding control and shifts to the start control. When the accelerator operation is not performed, the follow-up control ECU 50 continues the stop holding control.

  Even when the brake is turned on by the stop lamp signal from the stop lamp switch 21 during the stop holding control, the follow-up control ECU 50 does not stop the follow-up travel control device 1 (continues the stop holding control).

  When the driver performs an ON operation on the follow-up control setting switch 20 while the vehicle is stopped, the follow-up control ECU 50 activates the follow-up travel control device 1 to start the stop hold control, and the stop hold control described above. I do. In this case, the on operation by the driver corresponds to the resume operation in the stop holding state. Therefore, when it is not determined to look aside, the stop holding control is canceled by the on operation by the driver, and the vehicle shifts to start control. On the other hand, if it is determined that the driver is looking aside, if the driver does not perform an accelerator operation after the on operation, the stop holding control is canceled and the start control is not performed.

  Start control will be described. The follow-up control ECU 50 determines whether the preceding vehicle has started based on the relative speed with the preceding vehicle and the inter-vehicle distance. When the preceding vehicle starts, the follow-up control ECU 50 sets a target acceleration necessary for maintaining the target distance from the preceding vehicle based on the inter-vehicle distance and relative speed from the preceding vehicle. Then, the follow-up control ECU 50 transmits the target acceleration to the engine control ECU 40 as an engine control signal. After the vehicle starts, the follow-up control ECU 50 cancels the start control and shifts to follow-up control. When the driver makes an accelerator operation and restarts, the driver's accelerator pedal depressing amount and depressing speed are taken into account, and the control amount in normal follow-up control and the maximum value of the control amount based on the accelerator operation are selected. Set the target acceleration.

  If the brake is turned on by the stop lamp signal from the stop lamp switch 21 during the start control, the follow-up control ECU 50 stops the follow-up running control device 1.

  With reference to FIG.1 and FIG.2, the operation | movement in the following | following driving | running | working control apparatus 1 during stop holding | maintenance is demonstrated. In particular, the processing in the follow-up control ECU 50 will be described along the flowchart of FIG. FIG. 3 is a flowchart showing a flow of processing during stop holding in the tracking control ECU of FIG. In the follow-up traveling control device 1 (particularly, the follow-up control ECU 50), the following processing is repeatedly executed every control cycle.

  When the driver turns on the follow-up control setting switch 20, the follow-up control ECU 50 activates the follow-up travel control device 1 and starts follow-up control (in the stop state, start stop holding control).

  The radar sensor 10 transmits / receives electromagnetic waves such as millimeter waves, and transmits the transmitted / received information to the tracking control ECU 50 as a radar signal. The face orientation sensor 11 detects the driver's face orientation and transmits the detected face orientation information to the follow-up control ECU 50 as a face orientation signal. The steering sensor 12 detects the steering angle of the steering wheel, and transmits the detected steering angle to the tracking control ECU 50 as a steering signal. The yaw rate sensor 13 detects the yaw rate acting on the vehicle, and transmits the detected yaw rate to the tracking control ECU 50 as a yaw rate signal. The G sensor 14 detects the lateral G acting on the vehicle, and transmits the detected lateral G to the tracking control ECU 50 as a G signal.

  The accelerator sensor 15 detects the depression amount of the accelerator pedal, and transmits the detected depression amount to the engine control ECU 40 as an accelerator signal. The engine control ECU 40 transmits an accelerator pedal information signal to the follow-up control ECU 50. The vehicle speed sensor 16 detects the rotational speed of the wheel and transmits the rotational speed to the brake control ECU 41 as a vehicle speed signal. The brake control ECU 41 transmits a vehicle speed information signal to the tracking control ECU 50.

  The tracking control setting switch 20 transmits operation information performed by the driver to the tracking control ECU 50 as a tracking control setting switch signal. The stop lamp switch 21 transmits brake on / off information to the tracking control ECU 50 as a stop lamp switch signal.

  The follow-up control ECU 50 takes in various signals from the sensors 10, 11, 12, 13, 14, the switches 20, 21 and the control ECUs 40, 41 at regular intervals, and based on the various signals, the follow-up control described above. I do. When the host vehicle stops during the follow-up control, the follow-up control ECU 50 cancels the follow-up control and shifts to the stop holding control.

  When shifting to the stop and hold control, the follow-up control ECU 50 determines whether or not it is in the stop and hold state at regular time intervals (S1). If it is determined in S1 that the vehicle is not in the stopped holding state, the follow-up control ECU 50 ends the current process. If it is determined in S1 that the vehicle is in the stopped holding state, the follow-up control ECU 50 sets a target deceleration required for the host vehicle to stop, and transmits the target deceleration to the brake control ECU 41 as a brake control signal. When the brake control signal is received, the brake control ECU 41 transmits a target hydraulic pressure signal for achieving the target deceleration indicated by the brake control signal to the brake actuator 31. When receiving the target hydraulic pressure signal, the brake actuator 31 operates according to the target hydraulic pressure signal to adjust the brake hydraulic pressure of the wheel cylinder. As a result, a sufficient brake hydraulic pressure is generated in the wheel cylinder of each wheel to stop, and the vehicle maintains the stopped state.

  During stop holding, the follow-up control ECU 50 determines whether or not the driver is looking aside based on the face direction signal (S2). If it is determined in S2 that the driver is looking aside, the follow-up control ECU 50 determines whether or not the driver has performed an accelerator operation based on the accelerator pedal information signal (S3). When it is determined in S3 that the driver has performed the accelerator operation, the follow-up control ECU 50 cancels the stop holding control, shifts to start control, and ends the current process (S6). In this case, although the driver is facing left and right, it is assumed that the accelerator operation was performed while confirming safety, and the start of the host vehicle is permitted. On the other hand, if it is determined in S3 that the driver does not perform the accelerator operation, the follow-up control ECU 50 continues the stop holding control and ends the current process.

  If it is determined in S2 that the driver is not looking aside, the follow-up control ECU 50 determines whether or not the driver has performed an accelerator operation based on the accelerator pedal information signal (S4). When it is determined in S4 that the driver has performed the accelerator operation, the follow-up control ECU 50 cancels the stop holding control, shifts to start control, and ends the current process (S6). In this case, it is assumed that the driver has operated the accelerator while confirming safety ahead, and the vehicle is allowed to start. On the other hand, if it is determined in S4 that the driver does not perform the accelerator operation, the tracking control ECU 50 determines whether the driver has performed a resume operation (switch operation for restarting) based on the tracking control setting switch signal. It is determined whether or not (S5). When it is determined in S5 that the driver has performed the resume operation, the follow-up control ECU 50 cancels the stop holding control, shifts to start control, and ends the current process (S6). In this case, it is assumed that the driver has operated the switch while confirming safety ahead, and the vehicle is allowed to start. If it is determined in S5 that the driver is not performing the resume operation, the follow-up control ECU 50 continues the stop holding control and ends the current process.

  When the start control is started, the follow-up control ECU 50 takes in various signals from the sensors 10, 11, 12, 13, 14, the switches 20, 21 and the control ECUs 40, 41 at regular intervals, and based on the various signals. Thus, the start control described above is performed.

  According to this follow-up running control device 1, when the driver is not looking forward, it can be started only by the accelerator pedal operation by the driver, so that the start when the driver is looking aside can be prevented, It is possible to start safely from a stopped state. According to the following traveling control device 1, when the accelerator pedal operation is performed even when it is determined to be a side look, the side look can be estimated as a safety confirmation operation in the left-right direction, and the vehicle can be started without being misidentified as a side look. it can.

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

  For example, in this embodiment, the present invention is applied to the follow-up travel control device in the entire vehicle speed range from the low speed range (including the stop) to the high speed range, but can also be applied to the follow-up travel control device in the low speed range including the stop. .

  In the present embodiment, a plurality of ECUs are provided, and the engine control and the brake control are performed using the engine control ECU and the brake control ECU. However, the engine control and the brake control are directly performed by the follow-up control ECU. Also good.

  In the present embodiment, the follow-up control setting switch is applied as a means by a driver's manual operation, but other manual operation means such as a lever may be used.

  In the present embodiment, the face direction detection sensor is applied as the driver state detection means, but other detection means such as a gaze direction detection sensor for detecting the gaze direction of the driver may be used. When the gaze direction detection sensor is used, it is determined whether the driver is looking aside based on the driver's gaze direction.

It is a lineblock diagram of a follow-up run control device concerning this embodiment. 3 is a timing chart showing switch start and accelerator start permission / prohibition according to the driver's face orientation in the follow-up travel control device of FIG. 1. It is a flowchart which shows the flow of the process during stop holding | maintenance in the tracking control ECU of FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Follow-up driving control apparatus, 10 ... Radar sensor, 11 ... Face direction detection sensor, 12 ... Steering sensor, 13 ... Yaw rate sensor, 14 ... G sensor, 15 ... Accelerator sensor, 16 ... Vehicle speed sensor, 20 ... Follow-up control setting switch , 21 ... Stop lamp switch, 30 ... Throttle actuator, 31 ... Brake actuator, 40 ... Engine control ECU, 41 ... Brake control ECU, 50 ... Follow-up control ECU

Claims (1)

A follow-up running control device that controls follow-up running to a preceding vehicle,
Driver state detection means for detecting the driver's face direction or line-of-sight direction;
First instruction means for instructing start or follow-up running control start from a stopped state by manual operation;
Second instruction means for instructing start or follow-up running control start from a stopped state by an accelerator pedal operation,
When it is determined that the person is looking aside based on the face direction or the line-of-sight direction detected by the driver state detection means during vehicle stop control, the operation by the first instruction means is prohibited and the operation by the second instruction means is permitted. A follow-up running control device characterized by the above.

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