JPH0785400A - Automobile running controller - Google Patents

Abstract

PURPOSE:To provide an automobile running controller whereby max. vehicle speed at the time of followup running is set to a vehicle speed which is reauired by a driver. CONSTITUTION:In a max. target vehicle speed setting part 20, the speed limit of a road where running is executed at present is recognized by a road discriminating part 21 and a sign discriminating part 22 which process a road picture which is photographed by a stereo visual camera 1 or an onroad inter-vehicle communication information receiving part 25 which receives on-road inter-vehicle communication information (traffic information), a manual setting value (signal S5) is inputted from a manual setting switch 28, the speed limit is adopted as a max. target vehicle speed setting value Vmax at the time of depressing an automatic setting switch 29 and the manual setting value is adopted as the max. target vehicle speed setting value Vmax at the time of not depressing the automatic setting switch 29. In the limitter part 30 of a setting command part 63a, the Vmax is adopted as an upper limit value so as to limit target vehicle speed V0 and target vehicle speed V0 after limitation is outputted to a throttle control part 10'7. In result, vehicle speed at the time of followup running is limited by the value of Vmax.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle travel control device, and is particularly useful when applied to the case of performing tracking travel control for traveling to follow a preceding vehicle.

[0002]

2. Description of the Related Art In order to reduce a driver's burden in driving an automobile, a constant speed traveling device has been put into practical use and an inter-vehicle distance control device has been developed.

The "constant speed traveling device" is an "automatic
It is also known as "speed control" or "cruise control." In a car equipped with this device,
When you press the set switch, the vehicle will travel at the set vehicle speed even if you release your foot from the accelerator pedal. The set vehicle speed can be changed by operating the control switch. When the driver operates the brake, the clutch, or shifts the gear, this function is canceled.

In order to ensure the safety when the above-mentioned constant speed traveling device is used, there are some which are added with the following functions. That is, the distance to the preceding vehicle is detected by a laser radar or the like, and when an abnormal approach is made to the preceding vehicle, an alarm is issued to call attention to the driver, or the gear shift stage is shifted from the 4th speed (overdrive) to the 3rd speed. It will decelerate due to overdrive off when the engine brakes down and operates.

On the other hand, in the case of an automobile equipped with the "inter-vehicle distance control device", when the set switch is pushed, the target inter-vehicle distance is calculated from the vehicle speed of the own vehicle at that time, and the inter-vehicle distance with the preceding vehicle is detected to detect the preceding vehicle. The engine output and the brake are controlled so that the vehicle-to-vehicle distance between and becomes the target vehicle-to-vehicle distance, and the vehicle travels following the preceding vehicle. In this case, the inter-vehicle distance to the preceding vehicle is detected by performing image processing on the image captured by the camera or by using a laser radar or the like.

However, in the former "constant speed traveling device", when the driver catches up with a preceding vehicle whose vehicle speed is slow, the driver must decelerate to cancel the constant speed traveling control. For this reason, operations are frequently performed on a congested road, which is rather troublesome and highly dangerous.

On the other hand, in the latter "vehicle distance control device",
Control is not possible when there is no preceding vehicle.

Therefore, the inventor of the present invention has developed a "vehicle traveling control device" having the functions of both a constant speed traveling device and an inter-vehicle distance control device. The "vehicle drive control device" will be described in detail below. Note that this "vehicle drive control device" is useful when traveling on a highway and an automobile-only road.

FIG. 10 shows an automobile equipped with a "vehicle drive control device". In the figure, 1 is a stereoscopic camera, 2 is a laser radar, 3 is a throttle actuator, 4 is a brake actuator, 5 is an operation switch,
Information display unit, 6 is a controller, 7 is a vehicle speed sensor, 7a
Is a steering wheel angle sensor, 7b is a brake switch, 7c is a brake pedal switch, and 7d is an accelerator pedal switch.

The stereoscopic camera 1 is a front view shown in FIG.
As shown in FIG. 1, two CCD cameras 11 and 12 for picking up the scenery in front of the automobile are horizontally arranged.
Electronic components such as a video board and a diaphragm board are mounted in the body 13. The stereoscopic camera 1 is attached near the rearview mirror in the vehicle interior. Each camera 11,
Each of the 12 viewing angles in the horizontal plane is 23 degrees. Then, a video signal indicating an image captured by the cameras 11 and 12 is sent to the controller 6.

The following processing is performed by performing image processing on the images picked up by the two cameras 11 and 12 by the image processing section of the controller 6. Recognition of the preceding car (preceding car). Recognition of the lane in which the vehicle is traveling among the lanes on the highway. Recognition of the distance between the preceding vehicle and the vehicle.

The above-mentioned recognition of the preceding vehicle is performed as follows, for example. That is, an area surrounded by a vertical straight line is extracted from the image, and one of the extracted areas that is bilaterally symmetric and whose position does not move much in the successively captured images is recognized as a preceding vehicle. .

The above-described white line indicating the traveling lane of the own vehicle is recognized, for example, as follows. That is, FIG. 12 (a)
As shown in, the front road screen is captured from the stereoscopic camera 1, and then the brightness of pixels is checked along four horizontal lines W1 to W4 as shown in FIG.
A bright point is selected as a white line candidate, and as shown in FIG. 12C, a line segment obtained by interpolating the upper candidate point and the lower candidate point is extracted as a white line.

The above-mentioned recognition of the inter-vehicle distance between the preceding vehicle and the own vehicle is performed as follows. That is, from the two cameras 11 and 12 of the stereoscopic camera 1, FIG.
Two images are obtained as shown in (b). The same image as the car image enclosed by the window on the right image is slightly laterally displaced from the left image. Therefore, the position of the most matching image is obtained by shifting the right side vehicle image surrounded by the window by one pixel in the search region of the left side image. At this time, as shown in FIG. 14, the focal lengths of the lenses of the cameras 11 and 12 are f,
If the distance between the optical axes 1 and 12 is L, the pixel pitch of the CCD is P, and the number of pixels obtained by shifting the right image until the left and right vehicle images match in FIGS. 13A and 13B is n, The distance to the preceding car (vehicle distance) R is
Based on the principle of triangulation, it can be calculated by the following formula. R = (fL) / (nP)

On the other hand, one laser radar 2 is arranged at each of the front right side position and the front end left side position of the vehicle. The divergence angle of the laser beam emitted from the laser radar 2 is 2 degrees. The distance to the object can be measured by measuring the time from the emission of the laser beam from the laser radar 2 to the return of the laser beam reflected by the object to the laser radar 2 again. it can.

The laser radar 2 can detect the presence / absence of a long-distance object (100 m to several hundred m) in a short time, but cannot judge whether the object is an automobile.
On the other hand, in image processing using a camera, it can be accurately determined whether or not the object is a car, but it takes a long processing time until the determination. Therefore, if the presence or absence of the target object is detected by the laser radar 2 and it is confirmed that the target object is present, the roles are divided so as to narrow down to the detection area and perform image processing of the camera image to detect the presence or absence of the vehicle. Good. In this way, the preceding vehicle can be detected quickly and accurately.

Further, as shown in FIG. 15 in which an automobile running on a highway is viewed from above, the laser beam 2a emitted from the laser radar 2 travels in a straight line, whereas the field of view 1a of the camera 1 is 23 degrees. Therefore, when another vehicle suddenly cuts in front of the own vehicle, the laser beam 2a first hits the other vehicle and is reflected (the other vehicle that cuts in enters the field of view 1a of the camera 1). Not). Therefore, the laser radar 2 that can detect the interrupting vehicle first and has a quick response is in charge of detecting the interrupting vehicle. Note that in FIG. 15, 8, 8a and 8b are white lines. The continuous white line 8 is located at the end of the highway, and the dotted white lines 8a and 8b are located at the lane boundaries.

When the throttle actuator 3 is actuated by the command of the controller 6 and the opening degree of the throttle is increased, the engine speed is increased and the vehicle speed is increased. Conversely, when the throttle opening is reduced, the engine brake operates and the vehicle decelerates. Tracking control, etc., which will be described later, is executed by adjusting the throttle opening. When the brake actuator 4 is activated by the command from the controller 6 and the brake is applied, the speed is rapidly reduced. This sudden deceleration occurs when another vehicle cuts in immediately before the host vehicle or when the brake control described later is performed, that is, when the host vehicle that was traveling at high speed approaches the preceding vehicle that is traveling at low speed. This is done when the distance becomes shorter than the safe inter-vehicle distance.
It should be noted that, in the present system, a sudden deceleration does not cause a sudden stop in accordance with a command from the controller 6, and the sudden stop is performed only by the driver stepping on the brake pedal.

Next, referring to FIG. 16, an outline of the traveling control mainly performed by the controller 6 will be described. Controller 6
The image processing unit 61 performs image processing on the image captured by the stereoscopic camera 1, the vehicle recognizing unit 61a recognizes the image of the automobile from the scenery in the front, and the lane recognizing unit 61b drives the vehicle. The white line indicating the lane is recognized, and the inter-vehicle distance recognizing unit 61c recognizes the inter-vehicle distance between the preceding vehicle and the own vehicle. The target tracking vehicle recognition unit 62 recognizes this vehicle as a target tracking vehicle when there is a vehicle preceding the lane in which the vehicle is traveling.

A target tracking vehicle is recognized by the target tracking vehicle recognition unit 62.
When both are recognized, the setting command unit 63 controls the tracking traveling control.
do. That is, the setting command unit 63 is the inter-vehicle distance recognizing unit 61c.
Or use the laser radar 2 to reach the target vehicle
The inter-distance D is calculated and the vehicle speed obtained from the vehicle speed sensor 7
Vehicle speed V_aMultiply by the set time (for example, 2 seconds)
Distance D₀Ask for. The actual inter-vehicle distance D is the target inter-vehicle distance.
Distance D₀Throttle actuator equal to
Engine speed (∽ throttle opening)
Control. This way, depending on the vehicle speed
Target inter-vehicle distance D ₀Track the target tracking vehicle with
The car will continue to run. Therefore, the target tracking vehicle
Is traveling at high speed (for example, 120 km / h),
Target inter-vehicle distance D₀Becomes longer (for example, 66.7 m),
The vehicle runs at high speed while tracking the target tracking vehicle (for example, 120
km / h) In addition, the target tracking vehicle runs at low speed (for example, 6
0 km / h), the target inter-vehicle distance D₀Is short
(For example, 33.3m), the target vehicle tracks the target tracking vehicle.
While traveling at low speed (for example, 60 km / h).

During the tracking control, the preceding vehicle exists at a position closer than the safe inter-vehicle distance (determined by the relative speed between the own vehicle and the traveling vehicle and the own vehicle speed as described later). Is detected, the control proceeds to deceleration traveling control.

Next, referring to FIG. 17, a control state when the setting command unit 63 of the controller 6 performs tracking traveling control and deceleration traveling control will be described.

In FIG. 17, the target vehicle distance calculation unit 10
1 is the vehicle speed V _a obtained from the vehicle speed sensor 7 and the time T
The target inter-vehicle distance D ₀ is obtained by multiplying by 1 (for example, 2 seconds). The inter-vehicle distance error calculation unit 102 is an inter-vehicle distance error ΔD that is a difference between the inter-vehicle distance D obtained from the inter-vehicle distance recognizing unit 61c or the laser radar 2 and the target inter-vehicle distance D _0.
Ask for. The correction speed calculation unit 103 obtains the correction speed V _c according to the inter-vehicle distance error ΔD based on the preset data conversion characteristics (the characteristics are shown in the figure).
When the value of ΔD is positive (when D ₀ > D), the value of V _c becomes negative, and when the value of ΔD is negative (when D ₀ <D), the value of V _c becomes positive. Become.

The relative speed calculation unit 104 receives data indicating the inter-vehicle distance D from the inter-vehicle distance recognizing unit 61c or the laser radar 2 at regular intervals, and delays this inter-vehicle distance D _n by the delay circuit 104a. the difference D _n -D _n-1 of the inter-vehicle distance D _n-1 of the previous round, determined by the subtracter 104b, divided further the difference D _n -D _n-1 by the arithmetic unit 104c at time T4,
The relative speed V _ba between the own vehicle and the preceding vehicle is obtained by taking the moving average of the divided data values. The preceding vehicle mentioned here is a vehicle recognized by the target tracking vehicle recognition unit 62 (see FIG. 16) as a target tracking vehicle, that is, a vehicle traveling ahead of the own vehicle in the same lane as the own vehicle.

The preceding vehicle speed calculation unit 105 determines that the own vehicle speed V _a
And the relative speed V _ba are added to obtain the preceding vehicle speed V _b . The target speed calculation unit 106 calculates the target speed V ₀ by adding the correction speed V _c to the preceding vehicle speed V _b .

The throttle control unit 107 controls the vehicle speed V _a
Outputs a throttle opening degree command to the throttle actuator 3 so that the target vehicle speed V ₀ becomes, and the throttle actuator 3 controls the throttle opening degree in accordance with this command. Therefore, the vehicle can travel while following the preceding vehicle while keeping the target inter-vehicle distance D ₀ .

On the other hand, the safe inter-vehicle distance calculation unit 108 multiplies the own vehicle speed V _a by the time T2 by the multiplier 108a to obtain _a value V _a · T2, and multiplies the relative speed V _ba by the time T3 by the multiplier 108b. To obtain the value V _ba · T3, and subtracter 108c
Then, the value V _ba · T3 is subtracted from the value V _a · T2 to obtain the safe inter-vehicle distance D _s . The dangerous inter-vehicle distance calculation unit 109 subtracts the inter-vehicle distance D from the safe inter-vehicle distance D _s to calculate the dangerous inter-vehicle distance D.
ask for _d .

The dangerous inter-vehicle distance braking force calculation unit 110 is
The dangerous inter-vehicle distance braking force Fb ₂ corresponding to the dangerous inter-vehicle distance D _d is calculated based on the preset data conversion characteristic (the characteristic is shown in the figure). The braking force Fb ₂ is D
_It occurs when _d is positive, that is, when the inter-vehicle distance D becomes shorter than the safe inter-vehicle distance D _s , and its value is proportional to the magnitude of D _d .

The relative speed braking force calculation unit 111 is
Data conversion characteristics that have been set to the maximum (shown in the figure
Based on the relative velocity V_baRelative vehicle speed according to
Force Fb₁Ask for. Braking force Fb₁Is the relative speed V_baBut
When negative, that is, the vehicle speed V _aIs the preceding vehicle speed V_bthan
It occurs when it is large, and its value is V_baProportional to the absolute value of.

The braking force calculation unit 112 calculates the braking force F
The braking force Fb is obtained by adding b ₁ and Fb ₂ , and the brake actuator 4 is operated so that the braking force Fb is generated. Therefore, when the inter-vehicle distance D becomes shorter than the safe inter-vehicle distance D _s , or when the host vehicle catches up with the preceding vehicle at high speed, the brake is activated and the deceleration traveling control can be performed.

The "vehicle traveling control device" performs constant-speed traveling control, vehicle speed holding control, etc. in addition to the above-described tracking traveling control and deceleration traveling control, but description thereof will be omitted.

As described above, an automobile equipped with this "vehicle traveling control device" runs at a constant speed at a set vehicle speed when there is no preceding vehicle, and maintains a target inter-vehicle distance when there is a preceding vehicle. Deceleration control is performed when the preceding vehicle is tracked, and when there is a further interruption or when the high speed vehicle catches up with the low speed preceding vehicle. If this "vehicle drive control device" is used when traveling on the main line of a highway, the driver can travel by operating the steering wheel, and so-called easy drive can be realized. Moreover, considering that it is possible to avoid the risk of abnormally approaching or colliding with a vehicle ahead even if a little glancing or sleeping, it is expected to improve safety.

[0033]

However, in a vehicle equipped with the above-mentioned "vehicle driving control device", the vehicle speed of the subject vehicle during tracking travel is determined by the vehicle speed of the preceding vehicle. Contrary to this, there is a risk that the vehicle speed of the host vehicle may become too high, and further that the speed limit of the road may be exceeded.

The present invention has been made in view of the above-mentioned "vehicle driving control device", and an object thereof is to provide a vehicle driving control device capable of setting the maximum vehicle speed during tracking traveling to a vehicle speed desired by a driver. To do.

[0035]

Means for Solving the Problems The structure of the present invention that achieves the above object is a vehicle speed detecting means for detecting a vehicle speed, which is the vehicle speed of the vehicle, and a vehicle traveling in the same lane as the vehicle in which the vehicle is traveling. An inter-vehicle distance detecting means for detecting an inter-vehicle distance between the preceding vehicle and the own vehicle, and a target inter-vehicle distance calculating means for multiplying the detected own vehicle speed by a set time to calculate a target inter-vehicle distance,
A correction speed calculation means for obtaining a correction speed according to an inter-vehicle distance error which is a difference between a target inter-vehicle distance and an actual inter-vehicle distance, and a relative speed calculation for obtaining a relative speed of a preceding vehicle with respect to the own vehicle from a change in the inter-vehicle distance over time. Section, a preceding vehicle speed calculating section that calculates the preceding vehicle speed by adding the relative speed to the own vehicle speed, a target vehicle speed calculating section that calculates the target vehicle speed by adding the correction speed to the preceding vehicle speed, and the own vehicle is running. A maximum target vehicle speed setting means for recognizing the speed limit of the road based on external information such as road signs and outputting either the recognized speed limit or a desired vehicle speed manually set by the driver as the maximum target vehicle speed, and A limiter section that limits the target vehicle speed with the target vehicle speed as the upper limit value, and a throttle output command for the engine that is necessary for the vehicle speed of the own vehicle to reach the target vehicle speed output from this limiter section. A liter control means, and having a throttle actuating means for changing the throttle opening in accordance with the throttle opening command.

[0036]

According to the present invention having the above-described structure, the vehicle keeps the inter-vehicle distance with the preceding vehicle at the target inter-vehicle distance while the vehicle is tracking.
Follow this preceding vehicle. Therefore, if the preceding vehicle accelerates, the own vehicle also accelerates. However, since the maximum target vehicle speed is set by the maximum target vehicle speed setting means, and the target speed output to the throttle control means in the limiter unit is restricted so as not to exceed this maximum target vehicle speed, the vehicle speed of the own vehicle becomes the maximum target vehicle speed. Limited. Therefore, there is no fear that the vehicle speed will be high speed contrary to the driver's will, or that the speed limit of the road will be exceeded.

[0037]

Embodiments of the present invention will now be described in detail with reference to the drawings. The same parts as those of the "vehicle drive control device" described in the "Prior Art" section are designated by the same reference numerals, and a duplicate description will be omitted.

FIG. 1 is a block diagram of a vehicle travel control device according to an embodiment of the present invention. Note that FIG. 1 shows a portion related to the point of the present invention in an extracted manner. That is, the configuration of the traveling control device for the automobile other than that shown in FIG. 1 is the same as that of the “vehicle traveling control device” described in the section “Prior Art”.

As shown in FIG. 1, the running control apparatus for the automobile has a maximum target vehicle speed setting unit 20, a setting command unit 63a, an antenna 24, a speaker 27, and a maximum target vehicle speed setting switch 23.

Of these, the maximum target vehicle speed setting unit 20 is
The maximum target vehicle speed is set based on the image signal S ₁ captured by the stereoscopic camera 1, the road-vehicle communication information signal S ₈ received via the antenna 24, and the maximum target vehicle speed setting signal S ₅ input from the maximum target vehicle speed setting switch 23. The maximum target vehicle speed setting value V _max is output to the setting unit 63a, and the signal S ₁₀ is output to the speaker 27.
The speaker 27 announces the maximum target vehicle speed at this time. These will be described in detail below.

The maximum target vehicle speed setting unit 20 has a road discriminating unit 21, a sign discriminating unit 22, a road-vehicle communication information receiving unit 25 and a control unit 26 as shown in FIG. 1, and is as shown in FIG. The procedure for setting the maximum target vehicle speed is performed according to the procedure. That is, first, the flags and variables are initialized when the main power switch (not shown) is turned on. Specifically highwa
Turn off all the y, oldhighway, lane, sign, and VICS flags, and set max-speed, catch-cnt, and lost.
Each variable of -cnt is set to 60 (km / h), 0, 0 (see step 200).

Next, the main loop (see step 201)
Based on the above process, road discrimination, sign discrimination, road-vehicle communication information reception, and max-speed determination are sequentially performed.

The road discrimination processing is performed in the road discrimination unit 21. The processing content is as shown in the flowchart of FIG. That is, first, the image signal S ₁ of the road ahead taken by the stereoscopic camera ₁ is input. An example of an image of the road at this time is shown in FIG. 32 in the figure is 80 km
/ H is a speed limit sign, and 33 is a white line (dotted line). When such an image signal S ₁ is input, the pattern of the white line 33 is identified by image processing. On the expressway, as shown in FIG. 3, the length d ₁ of the white line 33 is 8 m, and the distance d ₂ between the white line 33 and the next white line 33 is 12 m. Therefore, when the white line 33 as a result of the image processing almost satisfies this condition, the lane is recognized as a white line on the expressway and the lane is turned on, and when this condition is not satisfied, the lane is turned off (step 21).
0).

Subsequently, it is determined whether the highway is ON (see step 211). As a result of this judgment, highway is O
If it is FF, it is next determined whether or not the lane is ON (see step 212). If the result of this determination is that lane is OFF, this processing ends and the next road determination processing is performed (see step 210). If lane is ON, catch-cn
After adding 1 to t, the value of this catch-cnt is THR2.
Is greater than the value of (step 213,
214). If the result of this determination is catch-cnt ≤ THR2, the processing of this time is ended and the next road discrimination processing is performed (see step 210). If catch-cnt> THR2, both the highway and oldhighway flags are turned on and lost-cnt is set to 0. Then, this process ends and the next road discrimination process is performed (steps 215 and 21).
0). The value of THR2 is a preset constant natural number. That is, here (steps 210 to 21)
5), if the white line 33 is a white line on an expressway, THR2 + 1
When the road is recognized repeatedly more than once (when the lane is ON), it is determined that the road is a highway (highway = O
N)

On the other hand, if the highway is ON in the above-mentioned determination as to whether the highway is ON or not (see step 211), then the vehicle speed detection signal S ₉ is input from the vehicle speed sensor 7,
It is determined whether this vehicle speed is 40 km / h or less (see step 216). If the result of this determination is that the vehicle speed is 40 km / h or less, highway is turned off and catch-cnt is set to 0.
After this (see step 219), this processing ends and the next road discrimination processing is performed (see step 210).
If the vehicle speed is higher than 40km / h, the lane is turned off next
It is determined whether or not (see step 217). If the result of this determination is that lane is ON, this processing ends and the next road determination processing is performed (see step 210). lane is O
If it is FF, add 1 to lost-cnt and then add this lost
-It is determined whether the value of cnt is larger than the value of THR1 (see steps 218 and 219).

If the result of this determination is lost-cnt≤THR1, the processing of this time is ended and the next road discrimination processing is performed (see step 210). If lost-cnt> THR1, the highway is turned off and the catch-cnt is set to 0. Then, the processing of this time is ended and the next road discrimination processing is performed (see steps 220 and 210). The value of THR1 is a preset constant natural number. That is, here (steps 210, 211, 216 to 220), when the vehicle speed is 40 km / h or less, or the white line on the highway is TH
When R1 + 1 is not recognized repeatedly more than once (lane is O
When it is FF), it is determined that the road is not a highway but an ordinary road (highway = OFF).

Further, the road discriminating section 21 outputs a signal S ₂ representing the ON / OFF state of the highway to the control section 26 based on the above processing result.

The sign discriminating process is performed in the sign discriminating section 22. The processing content is as shown in the flowchart of FIG. That is, first, the image signal S ₁ is input. As described above, FIG. 2 is an example of an image of the road at this time. When such an image signal S ₁ is input, the road sign is identified by image processing, and as a result, the speed limit sign 32 is obtained.
When it recognizes, the variable S-VEL is set to 80 (km / h) (see step 221). If no road sign is recognized here, this processing is terminated, the next sign determination processing is performed, and when any road sign is recognized, it is determined whether or not the next recognized road sign is a speed limit sign ( See steps 222 and 223).

When the speed limit sign 32 is recognized as a result of this determination, the sign is turned ON and the max-speed is S-.
After setting to VEL (the S-VEL is 80 (km / h) at this time), the processing of this time is ended, and the next sign determination processing is performed (see step 225). When a road sign other than the speed limit sign is recognized, it is determined whether or not the next recognized road sign is the speed limit release sign (step 2).
24). FIG. 4 is an example of a speed limit release sign.
As a result of the determination, when such a restriction release sign 34 is recognized, the sign is turned off, the current process is terminated, and the next sign determination process is performed. When a road sign other than the speed limit sign and the speed limit release sign is recognized, this process ends and the next sign determination process is performed.

Further, the sign discriminating unit 22 outputs a signal S ₃ representing the ON / OFF state of sign and the value of max-speed to the control unit 26 based on the above processing result.

The road-to-vehicle communication information receiving process is performed by the road-to-vehicle communication information receiving section 25. VI as an example of road-to-vehicle communication
There is CS. What is VICS? Vehicle Information and Co
Abbreviation for mmunication System, which is currently being planned by public institutions. The outline is that a transmitter called beacon is installed on the ground, road-to-vehicle communication information, that is, various traffic information such as road speed limit and destination guidance, etc. is transmitted from each beacon, and a receiver provided on this information Is to be received by.

The contents of the road-vehicle communication information receiving process are as shown in the flowchart of FIG. That is, first, the road-to-vehicle communication information signal S ₈ is transmitted via the antenna 24 provided in the automobile.
And the presence / absence of speed limit information is identified from the road-vehicle communication information signal S ₈ . As a result, when the speed limit information is recognized, the variable V-VEL is set to the speed limit (see step 230). Then, it is determined whether or not the speed limit information is recognized. If the speed limit information is not recognized, the processing of this time is ended, the next road-vehicle communication information reception processing is performed, and if the speed limit information is recognized, the VIC is detected.
When S is turned ON, max-speed is set to V-VEL (at this time, V-VEL is the value set in step 230) (see steps 231, 232).

Further, the road-vehicle communication information receiving unit 25, based on the above processing result, turns ON / OFF the VICS and max-
A signal S ₄ representing the value of speed is output to the control unit 36.

The control unit 26 performs the max-speed determination process. The content of the processing is as shown in FIG. That is, first, the above-mentioned signals S ₂ , S ₃ and S ₄ are input, and old highway ≠ highway based on these signals S ₂ , S ₃ and S _4.
It is determined whether or not (see step 240). Judgment result
If oldhighway = highway, proceed to the next step 242. If oldhighway ≠ highway, sign, VICS
After turning off both the flags of old and highway, the process proceeds to the next step 242 (see step 241). That is, when the traveling road changes from the highway to a general road, all the flags are turned off.

Then, it is determined whether or not both the sign and VICS flags are OFF (see step 242). If either sign or VICS is ON as a result of this determination, the processing of this time is ended, and the processing of determining the next max-speed is performed. Therefore, the max-speed at this time is the value of the speed limit set in the above-described sign determination processing or VICS information reception processing (see FIGS. 7 and 8). Meanwhile, sign, VI
If none of the CSs is OFF, then it is determined whether the highway is ON (step 243 processing). Judgment result hi
If ghway is ON, max-speed is 100 (km / h)
After this, the process of this time is ended and the process of determining the next max-speed is performed. If the highway is OFF, the max-speed is determined.
Is set to 60 (km / h), the processing of this time is ended, and the next max-speed determination processing is performed (steps 244 and 24).
5).

That is, here (steps 242, 24
3, 244, 245), while driving on a highway (highway = ON), the value of max-speed is determined based on external information, that is, road signs, road-vehicle communication information, and information obtained from white lines. However, when the vehicle is traveling on an ordinary road, the max-speed value is set to 60 (km / h) which is the maximum speed limit of the ordinary road.

Further, the control section 26 executes the ma
When the value of x-speed is determined, the signal S ₇ is output to the LED 29a, the LED 29a is made to blink, and the driver is max-speeed.
Notify that the value of d has been determined. Therefore, the driver selects the automatic setting switch 2 out of the maximum target vehicle speed setting switches 23.
When 9 is pressed and the signal S ₆ is output to the control unit 26, the control unit 26 outputs the value of max-speed at this time as the maximum target vehicle speed set value V _max to the setting command unit 63a. On the other hand, when the driver does not press the automatic setting switch 29, or when it is pressed again to cancel the automatic setting, the value of the signal S ₅ input from the manual setting switch 28 of the maximum target vehicle speed setting switches 23 is set to the maximum target vehicle speed setting value V. _It is output as _max to the setting command unit 63a. The value of the signal S ₅ can be arbitrarily set by the driver by moving the lever 28a of the manual setting switch 28 up and down.

That is, the driver sets either the speed limit (max-speed) of the road or the speed (signal S ₅ ) set by the manual setting switch 28 as the maximum target vehicle speed setting value V _max according to the driver's request. You can choose. Further, the control unit 26 outputs the maximum target vehicle speed set value V _max and, at the same time, outputs the signal S ₁₀ to the speaker 27, and causes the speaker 27 to announce how many km / h the maximum target vehicle speed has been set. For example, when it is set to 80 km / h, the announcement is made such as "the maximum target vehicle speed is set to 80 km / h".

Next, the setting command unit 63a has the limiter unit 30 interposed between the target speed calculation unit 106 and the throttle control unit 107 in the tracking traveling control function unit of the setting command unit 63 shown in FIG. The other configuration is the same as that of the setting command unit 63. That is, in the traveling control device of the present vehicle, the setting instruction unit 63 is provided with the setting instruction unit 63a having the tracking traveling control function unit as described above. When the limiter unit 30 inputs the maximum target vehicle speed setting value V _max output from the control unit 26 of the maximum target vehicle speed setting unit 20, the limiter unit 30 sets this V _max as the upper limit value. Therefore, the limiter unit 30 inputs the target vehicle speed V ₀ and sets the upper limit value of the target vehicle speed V ₀ to V _max.
The target vehicle speed V ₀ ′ after the limitation is output to the throttle control unit 107. Thus the throttle control unit 107 performs a throttle control as the target speed V ₀ 'instead of V _0.

As described above, the running control device of this vehicle is
For vehicles equipped with a storage device,
For example, your own vehicle will follow and accelerate, but your own largest vehicle
The speed is a preset maximum target vehicle speed V_maxLimited to
It Moreover, this maximum target vehicle speed V _maxIs the driver's
It can be set automatically or manually as desired. That is, automatic setting
In the case of a fixed value, the road speed limit is the maximum target vehicle speed V_maxWhen
However, the driver who wants to drive at a slower speed is the maximum target vehicle.
Speed V_maxCan be manually set to the desired value
It

[0061]

As described above in detail with reference to the embodiments, according to the present invention, when the preceding vehicle accelerates during tracking, the own vehicle also accelerates, but the maximum speed of the own vehicle is the maximum desired by the driver. Limited to target vehicle speed. So the driver
You can drive more comfortably and safely.

[Brief description of drawings]

FIG. 1 is a block diagram showing an extracted portion of a speed control device for a vehicle according to an embodiment of the present invention, which is relevant to the point of the present invention.

FIG. 2 is an explanatory diagram showing an example of an image of a road.

FIG. 3 is an explanatory diagram showing a white line pattern of an expressway.

FIG. 4 is an explanatory view showing a speed limit release sign.

FIG. 5 is a flowchart showing the overall processing contents of a maximum target vehicle speed setting unit.

FIG. 6 is a flowchart showing the contents of road discrimination processing.

FIG. 7 is a flowchart showing the contents of a sign determination process.

FIG. 8 is a flowchart showing the content of road-to-vehicle communication information reception processing.

FIG. 9 is a flowchart showing the contents of max-speed determination processing.

FIG. 10 is a configuration diagram showing an automobile including a traveling control device for the automobile.

FIG. 11 is a front view showing a stereoscopic camera.

FIG. 12 is an explanatory diagram showing a method of detecting a white line by image processing.

FIG. 13 is an explanatory diagram showing a method of detecting an inter-vehicle distance by image processing.

FIG. 14 is a principle diagram for calculating an inter-vehicle distance by the principle of triangulation.

FIG. 15 is a plan view showing an automobile running on a highway.

FIG. 16 is a block diagram showing a controller.

FIG. 17 is a block diagram showing a functional unit that performs tracking traveling control and deceleration traveling control in the setting command unit.

[Explanation of symbols]

1 Stereoscopic Camera 1a Field of View 11, 12 CCD Camera 13 Body 2 Laser Radar 2a Laser Beam 3 Throttle Actuator 4 Brake Actuator 5 Operation Switch / Information Display 59 Monitor 6 Controller 61 Image Processing 61a Vehicle Recognition 61b Lane Recognition 61c Distance between Vehicles Distance recognition unit 62 Target tracking vehicle recognition unit 63 Setting command unit 7 Vehicle speed sensor 8, 8a, 8b White line 101 Target inter-vehicle distance calculation unit 102 Inter-vehicle distance error calculation unit 103 Corrected speed calculation unit 104 Relative speed calculation unit 105 Preceding vehicle speed calculation unit 106 target speed calculation unit 107 throttle control unit 108 safe inter-vehicle distance calculation unit 109 dangerous inter-vehicle distance calculation unit 110 dangerous inter-vehicle distance braking force calculation unit 111 relative speed braking force calculation unit 112 braking force calculation unit 20 maximum target vehicle Setting unit 21 Road discriminating unit 22 Sign discriminating unit 25 Road-vehicle communication information receiving unit 26 Control unit 23 Maximum target vehicle speed setting switch 28 Manual setting switch 28a lever 29 Automatic setting switch 29a LED 30 Limiter unit 63a Setting command unit 32 Speed limit sign 33 White line 34 Speed limit release sign V _a Own vehicle speed V _b Preceding vehicle speed V _ba Relative speed V _c Corrected speed V _s Set speed V ₀ Target vehicle speed D Inter-vehicle distance D ₀ Target inter-vehicle distance D _s Safe inter-vehicle distance D _d Dangerous inter-vehicle distance ΔD Inter-vehicle distance error V _max Maximum target vehicle speed setting

Claims (1)

[Claims] 1. A vehicle speed detecting means for detecting a vehicle speed, which is the vehicle speed of the own vehicle, and an inter-vehicle distance between a preceding vehicle traveling in the same lane as the own vehicle and the own vehicle. An inter-vehicle distance detecting means for detecting, a target inter-vehicle distance calculating means for calculating a target inter-vehicle distance by multiplying the detected own vehicle speed by a set time, and an inter-vehicle distance error which is a difference between the target inter-vehicle distance and the actual inter-vehicle distance. A correction speed calculation means for obtaining a correction speed according to the vehicle speed, a relative speed calculation part for obtaining a relative speed of the preceding vehicle with respect to the own vehicle from a change in inter-vehicle distance over time, and a preceding vehicle speed obtained by adding the relative speed to the own vehicle speed. The required vehicle speed calculation unit, the target vehicle speed calculation unit that adds the corrected speed to the preceding vehicle speed to obtain the target vehicle speed, and recognizes the speed limit of the road on which the vehicle is traveling based on external information such as road signs With this recognized speed limit The maximum target vehicle speed setting means that outputs any of the desired vehicle speeds manually set by the driver as the maximum target vehicle speed, the limiter section that limits the target vehicle speed with the maximum target vehicle speed as the upper limit value, and the vehicle speed of the own vehicle from this limiter section An automobile characterized by having throttle control means for outputting a throttle opening command of the engine necessary for reaching the output target vehicle speed and throttle operating means for changing the throttle opening according to the throttle opening command. Travel control device.