JP6565493B2 - Driving support device and driving support method - Google Patents

Description

  The present invention relates to a driving support device and a driving support method, and more particularly to a technique for automatically canceling an adaptive cruise control function in accordance with the traveling speed of a vehicle.

  In recent years, various driving support devices have been developed and put into practical use in order to reduce the burden on the driver and avoid accidents. As one of such driving assistance devices, one having an adaptive cruise control function (hereinafter referred to as “ACC function”) is known (for example, Patent Document 1). In general, the ACC function is assumed to be used when traveling on a highway where the operation frequency of an accelerator and a brake is relatively low, and a speed range in which a target speed for constant speed driving can be set (hereinafter referred to as “setting”). (Referred to as “possible speed range”) (for example, 40 to 110 km / h).

  In a driving support device having an ACC function, the current vehicle speed is set as a target speed when the driver performs an operation for enabling the ACC function while traveling at a speed within a settable speed range, for example. Then, when there is no preceding vehicle, constant speed traveling is performed at the set target speed. When there is a preceding vehicle, following traveling is performed while maintaining a certain inter-vehicle distance (target inter-vehicle distance). So that the driving force and braking force of the vehicle are controlled. Usually, the ACC function is released by a driver's release operation (for example, a release button operation or a brake operation).

  In follow-up driving, the ACC function is automatically released when the vehicle speed falls below a predetermined speed (generally, the lower limit value of the settable speed range) by braking control (deceleration control) during follow-up driving. It is often designed to be

  When the ACC function is automatically released, no further braking control is performed, so that the host vehicle approaches the preceding vehicle. The driver senses the danger from the approaching situation and performs the brake operation by himself / herself. In other words, by automatically canceling the ACC function based on the vehicle speed, at least the vehicle stop operation is performed under the driver's consciousness. Therefore, even when the ACC function is valid, Driving awareness is not impaired. Thus, it is preferable that the ACC function is designed not only to reduce the driving burden but also to prevent the driver's driving consciousness from being reduced.

Japanese Patent Laid-Open No. 7-17295

  In the above-described driving support device having the ACC function, it is assumed that when the host vehicle is approaching a preceding vehicle, the driver himself performs a brake operation to avoid danger before the ACC function is automatically released. doing. However, the ACC function may be automatically canceled, for example, when the vehicle is decelerated suddenly as the preceding vehicle decelerates or when the driver does not know the vehicle speed. In this case, the host vehicle speed (for example, 40 km / h) when the ACC function is released is maintained, and the distance between the preceding vehicle and the preceding vehicle is shortened in a short time, which is not preferable from the viewpoint of safety.

  An object of the present invention is to provide a driving support device and a driving support method capable of reducing a driving burden on a driver and ensuring a certain level of safety while preventing a decrease in driving awareness of the driver.

The driving support apparatus according to the present invention is
A driving support device mounted on a vehicle having a drive system and a braking system,
A vehicle speed detector for detecting the vehicle speed;
An inter-vehicle distance detector that measures an inter-vehicle distance from the preceding vehicle;
An automatic travel information setting unit that sets a target speed when performing constant speed travel within a settable speed range, and sets a target inter-vehicle distance when performing follow-up travel,
When there is no preceding vehicle, the drive system and the braking system are controlled so that the host vehicle speed becomes the target speed, and when there is a preceding vehicle, the inter-vehicle distance is the target inter-vehicle distance. An automatic travel control unit for controlling the drive system and the braking system,
An automatic travel canceling unit for canceling the control by the automatic travel control unit when the vehicle speed during the follow-up traveling falls below a lower limit value of the settable speed range;
An informing unit for informing the state of automatic control of the braking system,
The braking system includes a service brake and an auxiliary brake,
The automatic travel cancellation unit cancels the automatic control of the drive system and maintains the control of the service brake while controlling the auxiliary brake when the host vehicle speed falls below a lower limit value of the settable speed range. Is released , and when the speed falls below a predetermined release speed, the automatic control of the service brake is released,
When the state of automatic control of the braking system is changed by the operation of the automatic travel canceling unit, the notification unit performs an alarm according to the state of automatic control of the braking system after the change.

The driving support method according to the present invention includes:
Drive system, braking system including service brake and auxiliary brake, vehicle speed detection unit that detects own vehicle speed, inter-vehicle distance detection unit that measures the inter-vehicle distance from the preceding vehicle, and target speed for constant speed driving can be set A driving support method in a vehicle including an automatic travel information setting unit that sets a target inter-vehicle distance when performing follow-up travel while setting within a speed range,
(A) When there is no preceding vehicle, the drive system and the braking system are controlled so that the host vehicle speed becomes the target speed, and when there is a preceding vehicle, the inter-vehicle distance from the preceding vehicle is the target speed. Controlling the drive system and the braking system so as to be an inter-vehicle distance;
(B) releasing the control by the automatic travel control unit when the host vehicle speed during the follow-up traveling falls below a lower limit value of the settable speed range;
(C) Informing the state of automatic control of the braking system, In step (B), when the host vehicle speed falls below a lower limit value of the settable speed range, control of the drive system is performed. Canceling and releasing the control of the auxiliary brake while maintaining the control of the service brake and releasing the control of the service brake when reaching a predetermined release speed,
In the step (C), when the state of automatic control of the braking system is changed in the step (B), an alarm according to the state of automatic control of the braking system after the change is performed.

  According to the present invention, even if the lower limit value of the settable speed range is reached during follow-up driving, the automatic control of the braking system is not immediately canceled, and the driver detects a danger according to the approaching situation with the preceding vehicle and drives by himself / herself. You are given a grace period until you perform the operation. Further, since the driver can easily know the state of automatic control of the braking system by an alarm, the driver can recognize and reflect the driving operation to be performed. Therefore, the driving burden is reduced, and a certain level of safety is ensured while preventing the driver's driving consciousness from being lowered.

It is a figure which shows an example of a structure of the vehicle containing the driving assistance device which concerns on one embodiment of this invention. It is a flowchart which shows an example of an automatic driving | running | working cancellation | release process.

  FIG. 1 is a diagram illustrating an example of a configuration of a vehicle 1 including a driving support device S according to an embodiment of the present invention. A vehicle 1 shown in FIG. 1 is, for example, a large vehicle such as a truck equipped with an inline 6-cylinder diesel engine. The vehicle 1 includes a driving support device S that realizes an adaptive cruise control function (ACC function). That is, the driving support device S performs constant speed traveling control and follow-up traveling control (hereinafter collectively referred to as “automatic traveling control”) in the vehicle 1.

  As shown in FIG. 1, the vehicle 1 includes a drive system 10 that travels the vehicle 1, a braking system 20 that decelerates the vehicle 1, a travel control unit 30 that controls travel of the vehicle 1, and the like.

  The drive system 10 includes an engine 11, a clutch 12, a transmission (transmission) 13, a propulsion shaft (propeller shaft) 14, a differential gear (differential gear) 15, a drive shaft (drive shaft) 16, wheels 17, an engine ECU 18, And a power transmission ECU 19.

  The engine ECU 18 and the power transmission ECU 19 are connected to the travel control unit 30 by an in-vehicle network such as a CAN (Controller Area Network), and can transmit and receive necessary data and control signals to and from each other. The engine ECU 18 controls the output of the engine 11 in accordance with a drive command from the travel control unit 30. The power transmission ECU 19 controls the connection and disconnection of the clutch 12 and the speed change of the transmission 13 in accordance with a drive command from the travel control unit 30.

  The power of the engine 11 is transmitted to the transmission 13 via the clutch 12. The power transmitted to the transmission 13 is further transmitted to the wheel 17 via the propulsion shaft 14, the differential device 15, and the drive shaft 16. Thereby, the motive power of the engine 11 is transmitted to the wheels 17 and the vehicle 1 travels.

  The braking system 20 includes a service brake 21, auxiliary brakes 22 and 23, a parking brake (not shown), and a brake ECU 24.

  The service brake 21 is generally called a foot brake. For example, the service brake 21 is a drum brake that obtains a braking force by pressing a brake shoe inside a drum that rotates together with the wheels 17.

  The auxiliary brake 22 is a retarder that obtains a braking force by directly applying a load to the rotation of the propulsion shaft 14 (hereinafter referred to as “retarder 22”). The auxiliary brake 23 is an exhaust brake that uses the rotational resistance of the engine to enhance the effect of the engine brake (hereinafter referred to as “exhaust brake 23”). By providing the retarder 22 and the exhaust brake 23, the braking force can be increased and the frequency of use of the service brake 21 is reduced, so that wear of the brake shoes and the like can be suppressed.

  The brake ECU 24 is connected to the travel control unit 30 via an in-vehicle network such as CAN, and can transmit and receive necessary data and control signals to and from each other. The brake ECU 24 controls the braking force of the service brake 21 (the brake fluid pressure of the wheel cylinder of the wheel 17) according to the braking command from the travel control unit 30.

  The braking operation of the service brake 21 is controlled by the travel control unit 30 and the brake ECU 24. The braking operation of the retarder 22 and the exhaust brake 23 is controlled on / off by the travel control unit 30. Since the braking force of the retarder 22 and the exhaust brake 23 is substantially fixed, the service brake 21 that can finely adjust the braking force is suitable for accurately generating the desired braking force.

  The travel control unit 30 acquires various information from the inter-vehicle distance detection unit 41, the ACC operation unit 42, the accelerator operation detection unit 43, the brake operation detection unit 44, and the vehicle speed sensor 45, and based on the acquired information, the drive system 10 and the operation of the braking system 20 are controlled.

  The traveling control unit 30 notifies information related to traveling through the display unit 51 and the audio output unit 52 (speaker). The display unit 51 is a so-called instrument panel. A display (not shown) of a navigation system can be used as the display unit 51. The display unit 51 includes various instruments such as a speedometer, a tachometer, a fuel meter, a water temperature meter, and a distance meter.

  The travel control unit 30 functions as an automatic travel control unit 31 and an automatic travel cancellation unit 32. The automatic travel control unit 31 controls the drive system 10 and the braking system 20 to realize constant speed travel and follow-up travel. The automatic travel cancellation unit 32 determines whether or not to cancel the automatic travel control, and performs automatic travel cancellation processing according to a predetermined procedure when the automatic travel control is cancelled.

  The automatic travel cancellation unit 32 includes an alarm control unit 321 that notifies the state of the braking system 20 when the automatic travel control is cancelled. The alarm control unit 321, the display unit 51, and the audio output unit 52 constitute a notification unit that notifies the state of automatic control of the braking system. The notification unit only needs to include at least one of the display unit 51 and the audio output unit 52.

  The inter-vehicle distance detection unit 41 measures the inter-vehicle distance from the preceding vehicle. For example, a laser radar, a millimeter wave radar, an imaging device, or the like can be applied to the inter-vehicle distance detection unit 41 alone or in combination. Based on the change in the inter-vehicle distance measured by the inter-vehicle distance detector 41, the relative speed with the preceding vehicle can be calculated. The traveling control unit 30 controls the operation of the drive system 10 and the braking system 20 during constant speed traveling and following traveling based on the detection result of the inter-vehicle distance detecting unit 41.

  The ACC operation unit 42 sets a main switch for enabling the ACC function, an ACC setting switch for setting / releasing the ACC function, a speed setting button for setting a target speed, and an inter-vehicle distance. Includes an inter-vehicle distance setting button. The travel control unit 30 sets information related to automatic travel control based on an operation signal from the ACC operation unit 42 (operation of the driver performed through the ACC operation unit 42).

  The accelerator operation detection unit 43 detects whether or not an accelerator pedal for accelerating the vehicle has been depressed, and the amount of depression of the accelerator pedal. The traveling control unit 30 sends a drive command to the engine ECU 18 and the power transmission ECU 19 based on the depression amount of the accelerator pedal.

  The brake operation detection unit 44 detects whether or not the brake pedal for operating the service brake 21 has been depressed, and the amount of depression of the brake pedal. The brake operation detection unit 44 detects whether or not an auxiliary brake lever that operates the retarder 22 or the exhaust brake 23 is operated. The travel control unit 30 sends a braking command to the brake ECU 24 based on the depression amount of the brake pedal. The traveling control unit 30 controls the on / off operation of the retarder 22 or the exhaust brake 23 based on the operation of the auxiliary brake lever.

  The vehicle speed sensor 45 is attached to the propulsion shaft 14, for example, and detects the own vehicle speed.

  The driving support device S is configured by the traveling control unit 30 (the automatic traveling control unit 31 and the automatic traveling cancellation unit 32), the vehicle speed sensor 45, the inter-vehicle distance detection unit 41, and the ACC operation unit 42. Here, it is assumed that the ACC function is used when traveling on a highway, and the settable speed range is set to 40 to 88 km / h.

  Based on the operation of the main switch in the ACC operation unit 42, the automatic travel control unit 31 sets the ACC function to a state where it can be executed or a state where it cannot be executed. The display unit 51 displays whether or not the ACC function can be executed. When the vehicle speed exceeds the lower limit value (40 km in this case) of the settable speed range, the display unit 51 displays that the vehicle is in a standby state in which the ACC function can be activated.

  When the ACC setting switch of the ACC operation unit 42 is operated in the standby state, the automatic travel control unit 31 enables the ACC function and sets the vehicle speed at that time as the target speed. The set target speed is displayed on the display unit 51.

  When there is no preceding vehicle, the automatic travel control unit 31 controls the drive system 10 and the braking system 20 so that constant speed travel is performed at the set target speed. The presence or absence of a preceding vehicle is determined based on the detection result of the inter-vehicle distance detection unit 41. The driver can increase or decrease the target speed within the set speed range by operating the speed setting button of the ACC operation unit 42.

  On the other hand, when there is a preceding vehicle, the automatic traveling control unit 31 controls the drive system 10 and the braking system 20 so that the following traveling is performed while maintaining the target inter-vehicle distance. The target inter-vehicle distance during the follow-up traveling is appropriately set based on the own vehicle speed and the inter-vehicle distance level. The driver can set the inter-vehicle distance level stepwise (for example, five steps) by operating the inter-vehicle distance setting button of the ACC operation unit 42. For example, the target inter-vehicle distance is set to be larger as the host vehicle speed is higher or as the set inter-vehicle distance level is higher. The set inter-vehicle distance level is displayed on the display unit 51.

  The control of the braking system 20 during automatic traveling includes not only the service brake 21 and the auxiliary brakes 22 and 23 but also brake control by engine brake and downshift.

  The ACC function is released based on the operation of the main switch or the ACC setting switch of the ACC operation unit 42 or the operation of the brake pedal, that is, based on the driver's conscious release operation. Note that the operation of the accelerator pedal during automatic traveling is an operation performed when overtaking the preceding vehicle or the like, and thus is not included in the driver's conscious release operation.

  Further, the ACC function is canceled when the host vehicle speed falls below the lower limit value of the settable speed range even if the driver does not perform the canceling operation. When the ACC function is released, automatic control of the drive system 10 and the braking system 20 is not performed. In other words, after the ACC function is released, even if the vehicle speed is within the settable range by operating the accelerator pedal, the ACC function is not resumed unless the ACC setting switch is operated again.

  Thus, in this embodiment, since the ACC function is automatically released based on the host vehicle speed, at least the vehicle stop operation is performed with the driver's consciousness. Therefore, it is possible to prevent the driver's driving consciousness from being significantly lowered during automatic driving.

  Here, as in the prior art, when the host vehicle speed falls below the lower limit value of the settable speed range, the automatic travel control is canceled, and the automatic control of the drive system 10 and the braking system 20 is immediately canceled, The distance between the vehicle and the vehicle is shortened in a short time, which is not preferable from the viewpoint of safety. Therefore, in the present embodiment, the automatic traveling canceling unit 32 executes the automatic traveling canceling process so that the automatic control of the drive system 10 and the braking system 20 is canceled in stages. Specifically, the automatic travel cancellation unit 32 executes the automatic travel cancellation process according to the flowchart shown in FIG.

  FIG. 2 is a flowchart illustrating an example of an automatic travel cancellation process executed by the travel control unit 30 (automatic travel cancellation unit 32). This processing is performed by, for example, operating the ACC operation unit 42 and enabling the ACC function so that the CPU (Central Processing Unit, not shown) of the travel control unit 30 is read into a ROM (read only memory, not shown). It is realized by calling and executing the stored driving support program.

  The traveling control unit 30 always obtains information transmitted from the inter-vehicle distance detection unit 41, the ACC operation unit 42, the accelerator operation detection unit 43, the brake operation detection unit 44, and the vehicle speed sensor 45. To do.

  In step S <b> 101, the traveling control unit 30 determines whether or not the driver has performed an ACC function release operation based on the information acquired from the ACC operation unit 42 or the brake operation detection unit 44. When the release operation is performed (“YES” in step S101), the process proceeds to step S111. If the release operation has not been performed (“NO” in step S101), the process proceeds to step S102.

  In step S <b> 102, the traveling control unit 30 determines whether or not the host vehicle speed is lower than the lower limit value (40 km / h in this case) of the settable speed range based on the information acquired from the vehicle speed sensor 45. If the host vehicle speed falls below the lower limit value of the settable speed range (“YES” in step S102), the process proceeds to step S103. If the host vehicle speed is equal to or higher than the lower limit value of the settable speed range ("NO" in step S102), the process proceeds to step S101.

  In step S <b> 103, the traveling control unit 30 releases the control by the automatic traveling control unit 31. Specifically, the automatic control of the drive system 10 by the automatic travel control unit 31 is released, and the automatic control of the braking system 20 is maintained. Therefore, when the preceding vehicle accelerates, the inter-vehicle distance increases.

  In step S104, the traveling control unit 30 issues a first alarm via the display unit 51 and the audio output unit 52, the ACC function is canceled, and only the automatic control of the braking system 20 is continued. (Alarm control unit 321, processing as first alarm unit). As a result, the driver can easily know that the host vehicle speed has slowed and the ACC function has been released, and that a brake operation or a steering wheel operation is necessary to avoid danger.

  In step S <b> 105, the traveling control unit 30 determines whether or not the own vehicle speed has fallen below a predetermined release speed based on the information acquired from the vehicle speed sensor 45. When the host vehicle speed falls below the predetermined release speed (“YES” in step S105), the process proceeds to step S106. When the host vehicle speed is equal to or higher than the predetermined release speed (“NO” in step S105), the process proceeds to step S108.

  The release speed is a speed slower than the lower limit value of the settable speed range. If the target inter-vehicle distance corresponding to the release speed is maintained, even if the automatic control of the control system 20 is released, It is speed that can avoid danger. Although it depends on the target inter-vehicle distance, the release speed is preferably 0 to 20 km / h (for example, 15 km / h). The release speed may be set to 0 km / h, and automatic control of the braking system 20 may be continued until the vehicle 1 stops.

  In step S106, the traveling control unit 30 cancels the automatic control of the braking system 20. When the own vehicle speed falls below the release speed, the automatic control of the braking system 20 is released. In addition, when the own vehicle speed falls below the release speed and the automatic control of the braking system 20 is released, the subsequent risk avoidance is left to the driving operation of the driver.

  In step S107, the travel control unit 30 issues a second alarm via the display unit 51 and the audio output unit 52 (processing as the alarm control unit 321 and the second alarm unit), and ends the automatic travel cancellation process. . It is preferable that the second alarm is an aspect that warns that the state is more urgent than the first alarm. As a result, the driver can easily know that the automatic control of the braking system 20 has been cancelled, and that the brake operation or the steering wheel operation is urgently necessary to avoid danger. The danger can be avoided without fail.

  Note that when the host vehicle speed falls below the release speed, an automatic emergency braking (AEB) may be activated to reduce collision damage.

  In step S <b> 108, the traveling control unit 30 determines whether or not the driver has performed a voluntary operation based on the information acquired from the accelerator operation detection unit 43 or the brake operation detection unit 44. If the driver performs a voluntary operation (“YES” in step S108), the process proceeds to step S109. If the driver does not perform a voluntary operation (“NO” in step S108), the process proceeds to step S105.

  In step S109, the traveling control unit 30 cancels the automatic control of the control system 20. When it can be determined that the driver himself has performed an operation for avoiding danger (brake operation for avoiding approach or accelerator operation for overtaking), the automatic control of the control system 20 is released.

  In step S110, the travel control unit 30 issues a third alarm via the display unit 51 and the audio output unit 52 (processing as the alarm control unit 321 and the third alarm unit), and ends the automatic travel cancellation process. . The third alarm is an alarm for confirming that the automatic control of the control system 20 has been released. With the third alarm, the driver can know that it is necessary to operate the ACC setting switch again in order to enjoy the ACC function.

  In the present embodiment, when the danger is avoided by the driver's operation (“YES” in step S108), the processing of steps S109 and S110 is performed, but the inter-vehicle distance is increased by acceleration of the preceding vehicle or lane change. Even when the risk spreads sufficiently and the danger is avoided, the processing in steps S109 and S110 may be performed.

  On the other hand, when the release operation of the ACC function is performed (“YES” in step S101), the travel control unit 30 releases the automatic control of the drive system 10 and the brake system 20 in step S111.

  In step S112, the travel control unit 30 issues a third alarm via the display unit 51 and the voice output unit 52 (processing as the alarm control unit 321 and the third alarm unit), as in step S110. The travel cancellation process is terminated.

  As described above, the driving support device S according to the present embodiment is mounted on the vehicle 1 having the drive system 10 and the braking system 20, and is a vehicle speed sensor 45 (vehicle speed detection unit) that detects the own vehicle speed. And an inter-vehicle distance detector 41 for measuring the inter-vehicle distance from the preceding vehicle, and a target speed for constant speed travel within a settable speed range, and a target inter-vehicle distance for follow-up travel When the ACC operation unit 42 (automatic travel information setting unit) and the preceding vehicle are not present, the drive system 10 and the braking system 20 are controlled so that the own vehicle speed becomes the target speed, and when the preceding vehicle is present, An automatic travel control unit 31 that controls the drive system 10 and the braking system 20 so that the inter-vehicle distance with the preceding vehicle becomes the target inter-vehicle distance, and the lower limit value (for example, 40 km) of the speed range in which the vehicle speed during follow-up travel can be set h), the automatic travel cancellation unit 32 that cancels the control by the automatic travel control unit 31 and the notification unit (alarm control unit 321, display unit 51, and sound) that informs the state of automatic control of the braking system 20. An output unit 52). The automatic travel cancellation unit 32 cancels the automatic control of the drive system 10 when the host vehicle speed falls below the lower limit value of the settable speed range, and further falls below a predetermined release speed (for example, 15 km / h). Then, the automatic control of the braking system 20 is released. Further, when the state of automatic control of the braking system 20 changes due to the operation of the automatic travel release unit 32, the notification unit issues an alarm according to the state of automatic control of the braking system 20 after the change.

  According to the driving assistance device S, even if the lower limit value of the settable speed range is reached during follow-up driving, the automatic control of the braking system 20 is not immediately released, and the driver detects a danger due to the approaching situation with the preceding vehicle, You will be given a grace period until you drive yourself. Further, since the driver can easily know the state of automatic control of the braking system 20 by an alarm, the driver can recognize and reflect the driving operation to be performed. Therefore, the driving burden is reduced, and a certain level of safety is ensured while preventing the driver's driving consciousness from being lowered.

  In addition, since the driver can be made aware of the release state of the automatic control of the braking system 20 according to different alarm modes (first to third alarms), an appropriate driving operation according to the state at that time is performed. Alerts can be made and safety is improved.

  As mentioned above, the invention made by the present inventor has been specifically described based on the embodiment. However, the present invention is not limited to the above embodiment, and can be changed without departing from the gist thereof.

  For example, in the embodiment, the traveling control unit 30 executes the driving support program to realize the above-described automatic traveling cancellation process. However, the traveling control unit 30 can also be implemented using a hardware circuit. The driving support program can be stored in a computer-readable storage medium such as a magnetic disk, an optical disk, or a flash memory and provided to the traveling control unit 30. Alternatively, the driving support program can be provided by downloading via a communication line such as the Internet.

  Further, for example, in the automatic control of the braking system 20 when the host vehicle speed falls below the lower limit value of the settable speed range, the release timing of the automatic control of the retarder 22 and the exhaust brake 23 and the release timing of the automatic control of the service brake 21 May be different timings. Specifically, the automatic travel release unit 32 maintains control of the service brake 21 and controls the retarder 22 and the exhaust brake 23 (auxiliary brake) when the host vehicle speed falls below the lower limit value of the settable speed range. May be released, and the control of the service brake 21 may be released when the speed falls below a predetermined release speed. Further, the vehicle 1 may include a compression release brake that uses a compression stroke of a cylinder of the engine 11 as an auxiliary brake.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 vehicle 10 drive system 20 brake system 21 service brake 22 retarder (auxiliary brake)
23 Exhaust brake (auxiliary brake)
DESCRIPTION OF SYMBOLS 30 Travel control part 31 Automatic travel control part 32 Automatic travel cancellation part 41 Inter-vehicle distance detection part 42 ACC operation part 43 Acceleration operation detection part 44 Brake operation detection part 45 Vehicle speed sensor (vehicle speed detection part)
S Driving support device

Claims (5)

A driving support device mounted on a vehicle having a drive system and a braking system,
A vehicle speed detector for detecting the vehicle speed;
An inter-vehicle distance detector that measures an inter-vehicle distance from the preceding vehicle;
An automatic travel information setting unit that sets a target speed when performing constant speed travel within a settable speed range, and sets a target inter-vehicle distance when performing follow-up travel,
When there is no preceding vehicle, the drive system and the braking system are controlled so that the host vehicle speed becomes the target speed, and when there is a preceding vehicle, the inter-vehicle distance is the target inter-vehicle distance. An automatic travel control unit for controlling the drive system and the braking system,
An automatic travel canceling unit for canceling the control by the automatic travel control unit when the vehicle speed during the follow-up traveling falls below a lower limit value of the settable speed range;
An informing unit for informing the state of automatic control of the braking system,
The braking system includes a service brake and an auxiliary brake,
The automatic travel cancellation unit cancels the automatic control of the drive system and maintains the control of the service brake while controlling the auxiliary brake when the host vehicle speed falls below a lower limit value of the settable speed range. Is released , and when the speed falls below a predetermined release speed, the automatic control of the service brake is released,
The notifying unit performs an alarm according to the state of automatic control of the braking system after the change when the state of automatic control of the braking system is changed by the operation of the automatic travel canceling unit. Support device. The notification unit includes a first alarm unit that issues an alarm when the host vehicle speed falls below a lower limit value of the settable speed range;
A second alarm unit that issues an alarm when the host vehicle speed falls below the predetermined release speed;
The driving support device according to claim 1, further comprising: a third warning unit that issues a warning when the control by the automatic traveling control unit is canceled by a driver's operation.   The driving support device according to claim 2, wherein the first alarm unit, the second alarm unit, and the third alarm unit have different alarm modes.   The driving support device according to any one of claims 1 to 3, wherein the notification unit performs notification using at least one of audio and video. Drive system, braking system including service brake and auxiliary brake, vehicle speed detection unit that detects own vehicle speed, inter-vehicle distance detection unit that measures the inter-vehicle distance from the preceding vehicle, and target speed for constant speed driving can be set A driving support method in a vehicle including an automatic travel information setting unit that sets a target inter-vehicle distance when performing follow-up travel while setting within a speed range,
(A) When there is no preceding vehicle, the drive system and the braking system are controlled so that the host vehicle speed becomes the target speed, and when there is a preceding vehicle, the inter-vehicle distance from the preceding vehicle is the target speed. Controlling the drive system and the braking system so as to be an inter-vehicle distance;
(B) releasing the control by the automatic travel control unit when the host vehicle speed during the follow-up traveling falls below a lower limit value of the settable speed range;
(C) Informing the state of automatic control of the braking system, In step (B), when the host vehicle speed falls below a lower limit value of the settable speed range, control of the drive system is performed. Canceling and releasing the control of the auxiliary brake while maintaining the control of the service brake and releasing the control of the service brake when reaching a predetermined release speed,
In step (C), when the state of automatic control of the braking system changes in step (B), an alarm is provided according to the state of automatic control of the braking system after the change. Method.

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