JP5906895B2 - Tracking control device - Google Patents

Description

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

  An ACC (adaptive cruise control) system that performs constant speed running control that maintains the set vehicle speed when there is no preceding vehicle, and performs constant vehicle distance control that maintains the set inter-vehicle distance with the preceding vehicle when there is a preceding vehicle. Already known. In a system in which the application area of this ACC system is further extended to a low speed range and has a traffic jam tracking function, when the preceding vehicle detected by the preceding vehicle detecting means stops, the own vehicle is automatically stopped following the preceding vehicle. When the preceding vehicle starts, the vehicle is automatically started following the preceding vehicle.

  However, if there is a traffic jam in which the preceding vehicle repeatedly stops and starts, if the time until the vehicle starts automatically is about the same as that of normal follow-up driving, In some cases, the distance may be shortened. On the other hand, if this time is long, the inter-vehicle distance during traveling in a traffic jam becomes long, and the followability to the preceding vehicle may be impaired.

  In order to solve this problem, for example, Patent Document 1 (Japanese Patent Application Laid-Open No. 2005-271743) describes a travel control device that releases a stop state and resumes follow-up travel by operating a switch by a driver. ing.

  Patent Document 2 (Japanese Patent Laid-Open No. 11-238194) describes a traffic jam prediction device that detects traffic jam based on inputs from a vehicle speed detection device and a hazard switch.

JP-A-2005-271743 JP 11-238194 A

  However, the travel control device described in Patent Document 1 has a problem in that the user's start operation is frequently performed in a traffic jam and convenience is lowered.

  Accordingly, the present invention has been made in view of the problems in the above-described travel control device, and an object thereof is to enable smooth follow-up traveling in a traffic jam without performing frequent start operations by a driver. .

In view of the above problems, the tracking control device of the present invention is
A forward monitoring sensor for measuring the distance between the vehicle and the preceding vehicle ;
A vehicle speed sensor for measuring the vehicle speed ;
A switch sensor that detects pressing of the hazard lamp switch ;
A follow-up control ECU that performs follow-up control to follow the preceding vehicle,
The follow-up control ECU includes a front monitoring sensor input unit that inputs information from the front monitoring sensor, a vehicle speed sensor input unit that inputs information from the vehicle speed sensor, and a switch sensor input that inputs information from the switch sensor. A follow-up control device comprising:
The follow-up control ECU
It is determined that there is a preceding vehicle based on the information input from the front monitoring sensor input unit, the hazard lamp switch is determined to be pressed based on the information input from the switch sensor input unit, and input from the vehicle speed sensor input unit When the stop of the vehicle is detected based on the information, the automatic start permission time until the automatic start for automatically starting the vehicle following the preceding vehicle is permitted is the first automatic start permission time. Set a longer second automatic start permission time ,
When the vehicle speed sensor detects a predetermined speed or higher after setting the automatic start permission time to the second automatic start permission time, the automatic start permission time is set to the first automatic start permission time. , characterized in that.

  According to the embodiment of the present invention, smooth follow-up traveling in a traffic jam is possible without frequent start operations by the driver.

It is a block diagram of the following control device of the present invention. It is the flowchart explaining operation | movement of the tracking control apparatus which is 1st Example of this invention. It is a flowchart explaining operation | movement of the tracking control apparatus which is 2nd Example of this invention. It is a figure explaining the change of the vehicle speed information from the vehicle speed sensor just before a stop.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is an example showing a block diagram of a tracking control device of the present invention.

  In FIG. 1, the follow-up control device 1 includes a forward monitoring sensor 10 that measures the inter-vehicle distance from the preceding vehicle, a vehicle speed sensor 11 that measures the vehicle speed, and a switch sensor (hazard lamp SW) 12 that detects pressing of the hazard lamp switch. A follow-up control ECU (Electronic Control Unit) 13 that controls the entire follow-up control device 1, an engine control ECU 14 that controls the engine actuator 20, a brake control ECU 15 that controls the brake actuator 21, and a meter control ECU 16 that controls the meter display 22. Prepare.

  The follow-up control ECU 13 includes a front monitoring sensor input unit that inputs information from the front monitoring sensor 10, a vehicle speed sensor input unit that inputs information from the vehicle speed sensor 11, and a switch sensor input unit that inputs information from the switch sensor 12. And controls the preceding vehicle determination, acceleration / deceleration control, automatic start determination, traffic jam information detection, etc., which will be described later, and issues control instructions to the engine control ECU 14, the brake control ECU 15, and the meter control ECU 16.

  The forward monitoring sensor 10 measures the inter-vehicle distance from the preceding vehicle using a millimeter wave radar device, a laser radar device, an infrared sensor, a television camera, or the like. In the present invention, the front monitoring sensor 10 can detect the presence or absence of a preceding vehicle by measuring the distance between the preceding vehicle and the preceding vehicle. Determination of the presence or absence of a preceding vehicle can change the threshold value according to the vehicle speed. For example, the distance between the preceding vehicle, which has no preceding vehicle when the vehicle speed is low, may be shorter than when the vehicle speed is high.

  Further, the front monitoring sensor 10 may be used alone or in combination. For example, by combining a plurality of forward monitoring sensors, a preceding vehicle can be detected at a wider range of angles. Further, by combining a plurality of forward monitoring sensors with different detection distances, the detection distance can be switched according to the vehicle speed.

  The vehicle speed sensor 11 measures the speed of the host vehicle. For example, a pulse signal corresponding to the rotational speed of the axle may be generated and input to the vehicle speed sensor input unit.

  The switch sensor 12 detects pressing of the hazard lamp SW. Since the switch of the hazard lamp is normally an alternate operation switch, the pressed state of the hazard lamp SW can be detected by inputting the pressed state of the hazard lamp SW to the switch sensor input section via a relay circuit or the like. As for the input control by the manual switch, it is desirable to perform on-delay control in which the hazard lamp SW is detected as ON only when a certain ON time or more is detected in order to avoid the change of the follow-up control due to noise or switch operation error.

  The engine control ECU 14 controls the engine actuator 20. Control of the engine actuator 20 includes, for example, engine throttle opening adjustment, engine ignition timing, injection fuel adjustment, and the like.

  The brake control ECU 15 controls the operation of the brakes disposed on each wheel, and the braking force of each brake is controlled by the hydraulic pressure applied by the brake actuator 21.

  Meter control controls various display devices. For example, a speedometer or a tachometer is operated based on information obtained from the engine control ECU 14, a temperature of engine coolant is displayed, or a warning light is turned on if there is something wrong with the vehicle body. In the present invention, it is possible to notify the driver of the switching of the follow-up control mode by displaying that the follow-up control is being performed and also displaying a traffic jam mode described later.

  The follow-up control ECU 13 receives an instruction for follow-up driving from the driver, controls the engine actuator 20 through the engine control ECU 14, and controls the braking force of the brake actuator 21 through the brake control ECU 15, and the inter-vehicle distance from the preceding vehicle Acceleration / deceleration is controlled to keep the constant.

  For example, if the preceding vehicle detected by the front monitoring sensor 10 is calculated and the preceding vehicle is not detected, or if the following distance is not less than a certain value and no follow-up control is required, auto cruise at the set vehicle speed Control (constant vehicle speed control) is executed. On the other hand, if the inter-vehicle distance is small and follow-up control is required, ACC control is performed to perform acceleration / deceleration control necessary to make the inter-vehicle distance coincide with the set inter-vehicle distance.

  Further, in the present invention, not only the distance between the vehicles at the time of traveling but also the automatic start when the vehicle is stopped is controlled. When the preceding vehicle decelerates and stops and the inter-vehicle distance becomes short, the brake hydraulic pressure is raised to follow the preceding vehicle and stop the own vehicle, and control is performed to maintain this stopped state. Further, when the preceding vehicle starts, the vehicle is automatically started following the preceding vehicle.

  The automatic start control will be described below with reference to the flowchart of FIG.

  FIG. 2 is an example of a flowchart for explaining the operation of the tracking control apparatus according to the first embodiment of the present invention.

  In FIG. 2, the forward monitoring sensor 10 measures the inter-vehicle distance from the preceding vehicle, and the follow-up control ECU 13 determines the presence or absence of the preceding vehicle (S11).

  If it is determined in S11 that there is no preceding vehicle (NO), the automatic start permission time is set to A [sec] as the normal travel mode by ACC (S15). In this case, auto-cruise control at the set vehicle speed is executed.

  On the other hand, if it is determined in S11 that there is a preceding vehicle (YES), the follow-up control ECU 13 controls the inter-vehicle distance from the preceding vehicle through the engine control ECU 14 and the brake control ECU.

  Here, the automatic start permission time refers to the time from when the vehicle is stopped until automatic start by the follow-up control ECU 13 is permitted.

  The automatic start permission time can be, for example, the time from when the vehicle is stopped until the engine throttle is opened and the vehicle starts moving.

  Further, the time from when the brake actuator 21 is released to when the engine throttle is opened can be set.

  Furthermore, the time from when the engine throttle is closed to when the engine throttle is opened can also be set.

  For example, when there is no preceding vehicle, the automatic starting operation is, for example, from when the vehicle is stopped by a brake operation by the driver by a signal or the like until the engine throttle is automatically opened after the brake operation is released. Start automatically with time as the automatic start permission time.

  If it is determined in S11 that there is a preceding vehicle (YES), it is next determined by the switch sensor 12 whether the hazard lamp SW has been pressed (S12).

  If it is determined that the hazard lamp SW is not depressed (NO), the automatic start permission time is set to A [sec] as in the case of no preceding vehicle (S15).

  If it is determined in S12 that the hazard lamp SW has been pressed (YES), the follow-up control ECU 13 determines that traffic congestion has started, and then determines whether the vehicle speed sensor 11 has detected an automatic stop. Determine (S13).

  In S13, when automatic stop is not detected (NO), the automatic start permission time is set to A [sec] (S15).

  If an automatic stop is detected in S13 (YES), the follow-up control ECU 13 determines that the vehicle has stopped due to a traffic jam, displays on the meter display 22 that the traffic jam mode has been entered, and displays A + α during the automatic start permission time. [Sec] is set (S14). A + α is longer than A by α [sec]. As a result, the time until the vehicle is automatically started after stopping is extended, the number of repeated starting and stopping during traffic jams is reduced, and smooth follow-up driving is possible without frequent starting operations by the driver. It becomes. It also improves fuel efficiency during traffic jams.

  The detection S12 of pressing the hazard lamp SW described in this flowchart can be used by detecting the pressing state of the hazard lamp SW as it is. As described above, since the hazard lamp SW normally uses an alternate operation switch, the SW itself holds the pressed state. On the other hand, the fact that the hazard lamp SW has been pressed once may be stored. This difference will be described with reference to the operation of FIG.

  When detecting and using the hazard lamp SW as it is, when the driver blinks the hazard lamp with the hazard lamp SW and then stops blinking the hazard lamp during deceleration, the determination in S12 is NO, and S15 It will transition to. Even when the automatic stop is performed in this state, A [sec] is set as the automatic start permission time (S15).

  On the other hand, if the fact that the hazard lamp SW has been pressed once is stored, the determination in S12 remains YES even if the blinking of the hazard lamp is stopped during deceleration as described above. As a result, when automatic stop is detected (YES in S13), A + α [sec] is set as the automatic start permission time as the traffic jam mode (S14). When entering a traffic jam on an expressway, etc., if it is confirmed that the following vehicle has slowed down, the driver often stops blinking the hazard lamp even before the vehicle stops. If the fact that the hazard lamp SW has been pressed is also stored, the traffic jam mode is set when the vehicle stops, and the setting of the automatic start permission time can be changed.

  It should be noted that the memory retention of pressing the hazard lamp SW can be determined that the traffic jam has been resolved and the traffic jam mode can be canceled when the vehicle speed sensor 11 detects a predetermined speed or higher. In addition, the driver may explicitly eliminate the degree of traffic congestion using a reset switch or the like.

  When the traffic jam mode is canceled, the traffic jam mode display on the meter display 22 is turned off, the automatic start permission time A + α [sec] set in S14 is returned to A [sec] for normal driving, and normal driving by ACC is performed. Return to mode tracking control.

  FIG. 3 is an example of a flowchart for explaining the operation of the tracking control apparatus according to the second embodiment of the present invention. FIG. 3 is similar to the flowchart of FIG.

  In FIG. 3, it is determined whether or not the vehicle has stopped depending on whether or not the instantaneous vehicle speed value is 0 [km / h] (S23). This determination will be described with reference to FIG.

  FIG. 4 is an example of a diagram illustrating changes in vehicle speed information from a vehicle speed sensor immediately before stopping. Since the vehicle speed sensor 11 detects the rotation of the axle by a pulse signal, a predetermined error occurs depending on the resolution of the vehicle speed sensor 11, and the detected value is 0 [km / h] in the vicinity of the actual vehicle speed of 0 [km / h]. Is detected with a constant amplitude centering around. In FIG. 4, it is determined to stop when the runout width is ± V [km / h] or less.

  When the instantaneous value of the vehicle speed information described in FIG. 4 becomes 0 [km / h], it is determined that the instantaneous vehicle speed value becomes 0 [km / h] (YES) in S23 of FIG. , Transition to S24. In other cases, as in the description of FIG. 2, the process proceeds to S <b> 25 to maintain the normal traveling mode by ACC.

  In S25, the tracking control ECU 13 determines that the stop is normal, sets the stop determination threshold to normal V [km / h], and sets the stop duration to normal T [sec]. Smooth stop / automatic acceleration is possible.

  Here, the stop continuation time corresponds to the automatic stop determination time described with reference to FIG. 2, and is the time until the stop determination is made when the instantaneous speed value is within the range of the threshold value V [km / h]. .

  On the other hand, in S24, the follow-up control ECU 13 determines that the vehicle has stopped due to traffic congestion, relaxes the threshold value for determining stoppage, and sets V-β [km / h] closer to 0 [km / h] as the determination threshold value. In addition, the stop duration is set to T + γ [sec]. As a result, the number of start / stop repetitions is reduced, smooth follow-up running is possible without frequent start operations by the driver, and the accuracy of low-speed follow-up running in a traffic jam can be improved.

  As mentioned above, although the form for implementing this invention was explained in full detail, this invention is not limited to such specific embodiment, In the range of the summary of this invention described in the claim, Various modifications and changes are possible.

DESCRIPTION OF SYMBOLS 1 Tracking control apparatus 10 Forward monitoring sensor 11 Vehicle speed sensor 12 Switch sensor 13 Tracking control ECU
14 Engine control ECU
15 Brake control ECU
16 Meter control ECU
20 Engine actuator 21 Brake actuator 22 Meter display

Claims (1)

A forward monitoring sensor for measuring the distance between the vehicle and the preceding vehicle ;
A vehicle speed sensor for measuring the vehicle speed ;
A switch sensor that detects pressing of the hazard lamp switch ;
A follow-up control ECU that performs follow-up control to follow the preceding vehicle,
The follow-up control ECU includes a front monitoring sensor input unit that inputs information from the front monitoring sensor, a vehicle speed sensor input unit that inputs information from the vehicle speed sensor, and a switch sensor input that inputs information from the switch sensor. A follow-up control device comprising:
The follow-up control ECU
It is determined that there is a preceding vehicle based on the information input from the front monitoring sensor input unit, the hazard lamp switch is determined to be pressed based on the information input from the switch sensor input unit, and input from the vehicle speed sensor input unit When the stop of the vehicle is detected based on the information, the automatic start permission time until the automatic start for automatically starting the vehicle following the preceding vehicle is permitted is the first automatic start permission time. Set a longer second automatic start permission time ,
When the vehicle speed sensor detects a predetermined speed or higher after setting the automatic start permission time to the second automatic start permission time, the automatic start permission time is set to the first automatic start permission time. , follow-up control apparatus, characterized in that.

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