JPH09207610A - Vehicle-to-vehicle distance constant run control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To easily provide a vehicle-to-vehicle distance constant run control device with a constant speed run mode and a following run mode without modifying and changing an existing constant speed run control device simply by combining the existing constant speed run control device with a sub-system having following run function. SOLUTION: Signals a1 , b1 which are input from an input device 13 for an auto-cruise to a control unit 1 to perform constant speed run control and signals a2, b2 which should be input from a following run control unit 20 with a radar device 21 to the control unit 1 are the same type of signals, pulse signals, e.g. Simply by connecting the following run control unit 20 via OR circuits 17, 18, following run control can be performed without working on a vehicle run system with constant speed control function.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a speed control device for keeping a vehicle-to-vehicle distance at a predetermined constant distance for traveling, and more particularly to a constant speed traveling control device for controlling traveling of a vehicle at a predetermined target speed. The present invention relates to a constant inter-vehicle distance running control device suitable for an automobile equipped with.

[0002]

2. Description of the Related Art In vehicles such as automobiles, research and development of a travel control device for automatically adjusting the speed of the vehicle has been advanced in order to reduce the driver's driving operation while driving on a highway and improve safety. Has been. As a result, a constant-speed traveling control device, which is a so-called auto-cruise device, in which the traveling speed is automatically maintained at a predetermined vehicle speed set by the driver, has been developed and put into practical use widely. It's being used.

However, in recent years, a control mode for allowing the driver to cruise the vehicle at a preset vehicle speed,
In addition to the so-called constant speed driving mode, when there is a preceding vehicle, a control mode for following the vehicle while maintaining the inter-vehicle distance to the preceding vehicle at a safe distance, the so-called following traveling mode, can be set. A travel control device that allows selection of the above is proposed, for example, in Japanese Patent Laid-Open No. 5-221253.

The device disclosed in this publication comprises a microcomputer, a throttle actuator, a brake actuator, etc.
Import the inter-vehicle distance, the current speed of the vehicle, and the inter-vehicle distance setting value and speed setting value input by the driver,
The operation amount of the throttle valve and the brake is determined by the calculation of the microcomputer, and the alarm and the display are performed.Furthermore, this device is not only provided with the constant speed traveling mode and the following traveling mode, They can be automatically switched at any time.

[0005]

The above-mentioned prior art cannot be said to be sufficiently careful about the cost reduction of the constant inter-vehicle distance running control device provided with the constant speed running mode and the follow-up running mode. There was a problem with the point. That is, as a method for realizing a constant inter-vehicle distance travel control device having a constant speed travel mode and a follow-up travel mode, a method of adding a follow-up travel mode to a constant-speed travel control device that has been widely used in the past can be considered. However, in the above-mentioned conventional technique, even in such a case, it is necessary to modify or change the existing constant speed traveling control device, and therefore, sufficient cost reduction cannot be obtained.

The object of the present invention is to simply combine an existing constant-speed running control device with a subsystem having a follow-up running function, and to modify the existing constant-speed running control device without any modification or change. In addition, it is possible to obtain a constant inter-vehicle distance traveling control device having a constant speed traveling mode and a following traveling mode.

[0007]

The above object is to provide a constant speed traveling control device for controlling the traveling speed of a vehicle at a set target speed, and to instruct the constant speed traveling control device to set and change the target speed. Switch means and a follow-up running control device having a radar device for measuring an inter-vehicle distance, and the follow-up running control device changes the target speed set in the constant-speed running control device to run a constant inter-vehicle distance. In the constant inter-vehicle distance running control device to which control is given, a command for changing the target speed from the following running control device to the constant speed running control device is input to the constant speed running control device from the switch means. This is accomplished as if done with a signal of the same type as the signal.

According to this method, the function can be expanded by adding a subsystem to an already operating system. In this case, only the subsystem having the follow-up traveling function, for example, check the wiring, etc. You only need to verify the function, and it will be easier to install.
The cost is reduced.

[0009]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, a constant inter-vehicle distance control device according to the present invention will be described in detail with reference to the illustrated embodiments. FIG. 1 is an embodiment of the present invention. This embodiment is directed to an electronically controlled automobile using a control unit 1 equipped with a microcomputer so that the engine 2 and the automatic transmission 3 are cooperatively controlled. The present invention is applied to this automobile.

First, in the control unit 1, the intake flow rate signal AF detected by the intake flow rate sensor 4, the signal TOV indicating the opening of the throttle valve 11 detected by the throttle sensor 5, and the vehicle speed signal Vn detected by the vehicle speed sensor 6 are shown. , Accelerator signal AP detected by accelerator position sensor 7
S, brake signal BS detected by brake switch 8
W, a shift position signal GP obtained from an AT selector (transmission position selector) 9, and a parking brake signal PB obtained from a parking brake switch 10.
Various signals such as S are captured.

Then, the control unit 1 performs a predetermined calculation on these signals, and as a result, the throttle opening control signal TH, the ignition control signal IGN, the fuel injection signal INJ, the transmission gear position control signal P, and the gear shift. It outputs various control signals such as a lock-up mechanism of the machine, an overrun clutch, and a signal AT for controlling the transmission such as clutch hydraulic pressure, thereby controlling the engine 2 and the transmission 3,
The vehicle travel should be provided according to the operation of the driver. Here, the throttle opening control signal TH is supplied to the throttle actuator 12 to control the opening of the throttle valve 11.

Next, in this embodiment, an input device 13 is provided so that, in addition to the inputs from the various sensors described above, the control unit 1 is provided with a switching signal s, an acceleration signal a, and a deceleration signal d. Is entered, which causes
The control unit 1 enables constant speed traveling control (auto cruise) to be obtained. That is, when the switching signal s is input during normal traveling, the vehicle is switched to the constant speed traveling mode at this time, and the vehicle speed Vn at the time when the switching signal s is input is set as the target vehicle speed Vs. The engine 2 and the transmission 3 are controlled so as to converge to the target vehicle speed Vs, and the target vehicle speed Vs constant speed travel is obtained.

On the other hand, when the accelerator pedal, the brake pedal, the AT selector, or the parking brake is operated by the driver during the constant speed running mode, this mode is immediately released and the normal running state is restored. It is configured. Next, when the acceleration signal a or the deceleration signal d is input during the constant speed traveling mode, the target vehicle speed is increased by a predetermined value (in the case of the acceleration signal a) or decreased (in the case of the deceleration signal d) each time. Is configured to.

When the acceleration signal a and the deceleration signal d are input at the same time, when the driver operates any one of the accelerator pedal, the brake pedal, the AT selector, and the parking brake described above. Similarly to the above, the auto cruise mode is immediately released and is configured to return to the normal traveling state.

These signals s, a and d are input to the input device 13
However, because of this, the input device 13
A main switch 14 and a set switch (set coast switch) 15, both of which are push button type switches, and a resume switch (resume accelerator switch) 16 are provided.

During normal traveling, when the driver pushes the main switch 14, a switching signal s is generated to switch to the constant speed traveling mode, and when the set switch 15 is pushed thereafter, a signal d ₁ is generated. This becomes the deceleration signal d via the OR circuit 17 and is input to the control unit 1. Therefore, when the target vehicle speed is slowed down and the resume switch 16 is pressed, the signal a ₁ is generated, which is the acceleration signal via the OR circuit 18. Since the value becomes a and is input to the control unit 1, the target vehicle speed is increased.

At this time, regarding the signals from the set switch 15 and the resume switch 16, when the time during which these switches are pressed is a short time of, for example, 1 second or less, the target vehicle speed Vs is predetermined each time. Value Vt
(Vt = 1 to 5 Km / H) is stepwise increased or decreased, but if the pressed time becomes longer than 1 second, the target vehicle speed increases in proportion to the pressed time, or It is designed to go down. Therefore, as a result of the above, according to this embodiment, by operating the main switch 14, it is possible to obtain the constant speed traveling mode, that is, the same function as the normal constant speed traveling control device.

Next, in the embodiment of FIG. 1, a follow-up running control unit 20 and a radar device 21 are further provided, and in response to this, the input device 13 is provided with an FDC (Forward Distance Control) switch 22. It is provided.

Then, by pressing the FDC switch 22 simultaneously with the main switch 14,
The mode change signal m is input to the control unit 1 via the AND circuit 23. As a result, the control unit 1 is now in the follow-up traveling mode.

The output of the AND circuit 23 is also input to the follow-up running control unit 20 so that the follow-up running control unit 20 is also brought into an operating state. The follow-up traveling control unit 20 also includes a microcomputer, executes predetermined arithmetic processing with the vehicle speed signal Vn from the vehicle speed sensor 6 and the inter-vehicle distance signal D from the radar device 21 as input, and outputs a pulse signal as necessary. It functions to generate a ₂ or a signal d ₂ and input it to the control unit 1 as the acceleration signal a or the deceleration signal d via the OR circuits 17 and 18, respectively.

The radar device 21 is, for example, Japanese Patent Laid-Open No. 58-2.
As described in Japanese Patent No. 7678, a radio wave radar device that radiates a radio wave toward a vehicle ahead and measures a relative speed and an inter-vehicle distance from a Doppler frequency superimposed on a returning reflected wave; As disclosed in Japanese Patent Laid-Open No. 58-203524, it is configured by a pulse-type laser radar device that irradiates a vehicle in front with a laser beam and measures the inter-vehicle distance from the time until the reflected light returns. When an automobile is present in front of the own vehicle, it measures the distance from the own vehicle to the automobile and generates an inter-vehicle distance signal D.

Next, the operation of the following traveling control unit 20 will be described with reference to FIG.

Now, assuming that the main switch 14 and the FDC switch 22 are pressed at an arbitrary time T3,
According to the switching signal s, the vehicle speed Vn at that time is set as an internal variable in the control unit 1 and the following travel control unit 20 as the target vehicle speed Vs [T3] at this time, as shown in FIG. As a result, after time T3, the engine 2 is controlled so that the vehicle speed Vn converges to the target vehicle speed Vs [T3], and therefore the operation at this time becomes the same as the constant speed running mode. .

Next, at time T4, if a pulse signal a ₂ having a narrow width Ton of about 100 ms is generated from the follow-up traveling control unit 20, this signal a ₂ is an acceleration signal to the control unit 1 via the OR circuit 18. Input as a. Therefore, as a result, the target vehicle speed Vs [T4] at this time point T4 is higher than the previous target vehicle speed Vs [T3] by the predetermined value Vt, and the target vehicle speed Vs [T4] = Vs.
[T3] + Vt, which is the control unit 1
Is newly set as an internal variable of the following traveling control unit 20, and thereafter, the vehicle speed Vs increases and the target vehicle speed Vs increases.
Until [T4] is reached, the throttle valve 11 is controlled to open.

Further, at time T5, if a short pulse signal d ₂ with a pulse width Ton of about 100 ms is generated from the follow-up running control unit 20, this signal d ₂ is transmitted via the OR circuit 17 to the control unit 1.
Then, this time is input as a deceleration signal d. Therefore, the target vehicle speed Vs [T5] at this time T5 is made lower than the previous target vehicle speed Vs [T4] by a predetermined value Vt, and the target vehicle speed Vs [T5] = Vs [T4] −Vt. It is newly set as an internal variable of the control unit 1 and the following traveling control unit 20, and thereafter, the throttle valve 11 is controlled to be closed until the vehicle speed Vs decreases and reaches the target vehicle speed Vs [T5]. .

By the way, these signals a ₂ and d ₂ are calculated by the microcomputer in the follow-up traveling control unit 20 based on the inter-vehicle distance D measured by the radar device 21. At this time, the calculation is performed. As shown in FIG. 2, the process is sequentially executed at every predetermined control cycle Tc. The control cycle Tc is, for example, 2 seconds to 1 in consideration of the response time determined from the vehicle speed.
It is set to a cycle within the range of 0 seconds.

The acceleration signal a ₂ and the deceleration signal d ₂ indicate the inter-vehicle distance that will be taken after Tc seconds when they are output and when they are not output.
, The predicted inter-vehicle distances Da, Dd, Dn
When the predicted inter-vehicle distance Da is closest to the target inter-vehicle distance, the signal a ₂ is output, when the predicted inter-vehicle distance Dd is closest to the target inter-vehicle distance, the signal d ₂ is output, and the predicted inter-vehicle distance Dn is the maximum. When the target vehicle distance is approached, no signal is output.

Next, the predicted inter-vehicle distance calculation processing by the microcomputer in the following traveling control unit 20 will be described with reference to FIG.
Will be described in more detail. In FIG. 3, assuming that the target inter-vehicle distance is Dr, the inter-vehicle distance D is usually in a state of changing in the vicinity of the target inter-vehicle distance Dr. Therefore, assuming that the inter-vehicle distance at time T1 is D [T1], a simulation calculation (simulation calculation) is performed using the vehicle speed model shown in FIG. 4, and the predicted inter-vehicle distances Da, Dn, D after Tc seconds are calculated.
Predict d.

In the model of FIG. 4, the acceleration signal a ₂
The predicted inter-vehicle distance Da in the case of outputting is the current relative speed V obtained in process 301 or process 302 of FIG.
With r [T1] as the initial value, + α corresponding to the acceleration signal is input to the first-order lag system, and Tc / Ts times of calculation are repeated until Tc seconds later. As a result, the relative velocity Va after Tc seconds
Is predicted.

In the model of FIG. 4, first, the delay block 401 stores the relative speed Va ′ Ts seconds before, and the delay block 402 stores the relative speed Va ″ 2 × Ts seconds before. Gain A for each relative speed
By multiplying and adding 1 and A2, the dead time and the first-order delay can be simulated. Therefore, at the same time, the inter-vehicle distance Da after Tc seconds can be predicted by integrating (adding) the relative speed Va at each time.

Next, the predicted inter-vehicle distance Dd when the deceleration signal d ₂ is output is similarly calculated and predicted by inputting -α corresponding to the deceleration signal in the model of FIG. And
Similarly, the predicted inter-vehicle distance Dn when neither the acceleration signal nor the deceleration signal is output is calculated and predicted by setting the part of + α corresponding to the acceleration signal to 0.

In this way, T obtained by each calculation
Among the three predicted inter-vehicle distances Da, Dn, Dd after c seconds,
One having a value closest to the target inter-vehicle distance Dr in T1 + Tc seconds is selected, and either the corresponding acceleration signal a ₂ or deceleration signal b ₂ is output, or nothing is output. In the example shown in FIG. 3, since the predicted inter-vehicle distance Dd when the deceleration signal is output is the closest to the target inter-vehicle distance Dr, the deceleration signal b ₂ is output at time T1.

Next, the process of generating these acceleration / deceleration signals by the microcomputer in the following traveling control unit 20 will be described with reference to the flowchart of FIG. First process 5
In 01, the vehicle traveling in front by the radar device 21,
That is, the inter-vehicle distance D between the preceding vehicle and the own vehicle is measured. The measurement by the radar device 21 is as described above.

In step 510, it is determined whether or not the inter-vehicle distance D has been measured. If the inter-vehicle distance D is normally measured, the process proceeds to step 502. If the measurement has failed, the process branches to step 511, and the previous predicted inter-vehicle distance is used as it is as the value of the inter-vehicle distance D.

Here, points to be noted when the previously predicted inter-vehicle distance by the process 511 is used as the value of the inter-vehicle distance D will be described with reference to FIG. Now, the result of the operation,
Since the deceleration signal d ₂ is output at time T1 and the measurement of the inter-vehicle distance D fails at time T2 in this state, the predicted inter-vehicle distance D calculated at time T1 instead is calculated.
Predicted inter-vehicle distance D at time T2 + Tc using d '
It is assumed that a, Dn, and Dd are calculated.

Then, in the case of this example, the inter-vehicle distance D is the closest inter-vehicle distance Dr to the target inter-vehicle distance Dr.
Since a has been obtained, this is selected and the acceleration signal a ₂ is output correspondingly. However, since the predicted inter-vehicle distance Dd ′ used at this time is calculated using the vehicle model of FIG. 4, as shown in FIG. 3, the predicted inter-vehicle distance Dd ′ is between the inter-vehicle distance D [T2] when the measurement is successful. Has an error De, and therefore it is not preferable to continuously use the predicted inter-vehicle distance because it causes an error accumulation.

Therefore, in this embodiment, the number of times when the same predicted inter-vehicle distance is continuously used by the process 511 is
If it is less than or equal to a predetermined value, for example, three times, and if the measurement of the inter-vehicle distance D fails three or more times in succession, the follow-up traveling mode is temporarily stopped and the constant-speed traveling mode is continued until the measurement of the inter-vehicle distance D succeeds. It is designed to run on.

Returning to FIG. 5, in the next process 502, the relative speed Vr between the preceding vehicle and the own vehicle is measured. Note that this process 50
2 is a process required only when the inter-vehicle distance can only be measured as in the case of using the pulse radar, and at this time, for example, the difference between the inter-vehicle distance D ′ one cycle before and the current inter-vehicle distance D. Is divided by the period to approximate the relative speed V.

In process 503, the expected inter-vehicle distance Da when the acceleration signal is output is calculated, and in process 504, the future inter-vehicle distance Dd when the deceleration signal is output is predicted. In step 505, the future inter-vehicle distance Dn is predicted when the acceleration / deceleration signal is not output. The prediction processing in these processing 503 to processing 505 is as described above with reference to FIGS. 3 and 4.

In the next processing 506 and processing 507, the predicted inter-vehicle distances Da, Dn, Db thus obtained are searched for those having a value closest to the target inter-vehicle distance Dr. Then, when the predicted inter-vehicle distance Da when the acceleration signal a ₂ is output is the closest to the target inter-vehicle distance Dr, processing 506 to processing 50
8, and otherwise branches to process 507. First,
When the process branches to step 508, the acceleration signal a ₂ is output and the process ends. When the process then branches to the process 507, it is checked whether the predicted inter-vehicle distance Dd when the deceleration signal d ₂ is further output is the closest to the target inter-vehicle distance Dr. Then, if the result here is YES, the process proceeds to step 512, but if the result is NO, the expected inter-vehicle distance Dn when neither the acceleration / deceleration signals a ₂ nor b ₂ is output becomes the target inter-vehicle distance Dr. Since it was predicted to be the closest, the process ends as it is.

When the process proceeds to step 512, a predetermined distance value Dc which is set in advance as an inter-vehicle distance at which the auto cruise should be canceled is compared with a predicted inter-vehicle distance Dd when the deceleration signal d ₂ is output. If the result is NO, that is, Dc ≦ Dd, the process proceeds to step 509, and if the result is YES, that is, Dc> Dd, the process 5 is performed.
Branch to 13. Here, as the predetermined distance value Dc, a minimum required inter-vehicle distance during normal traveling, for example, 3
The distance is set to about 0 m. Then, in step 509, the deceleration signal b ₂ is output, and the process ends.

Therefore, by the above processing, as shown in FIG. 3, the predicted inter-vehicle distances Da, Dd, and Dn are calculated, and when the predicted inter-vehicle distance Da is closest to the target inter-vehicle distance, the signal a ₂ is output. When the predicted inter-vehicle distance Dd is closest to the target inter-vehicle distance, the signal d ₂ is output, and when the predicted inter-vehicle distance Dn is closest to the target inter-vehicle distance, no signal is output. As described above, the auto-cruise operation in which the follow-up traveling mode is added to the constant-speed traveling mode can be obtained.

According to this embodiment, the acceleration signal a ₂ and the deceleration signal d ₂ output from the following traveling control unit 20 are the acceleration signal a ₁ and the deceleration signal input from the input device 13 to the control unit 1. The same pulse-shaped signal as d ₁ is used.

Therefore, according to this embodiment, the input device 1
When the follow-up traveling control unit 20 provided with the radar device 21 is added to the control unit 1 having the normal auto-cruise function provided with No. 3 so as to be able to operate in the follow-up traveling mode, the input line of the control unit 1 is ORed. Only the circuits 17 and 18 need be provided, and the addition of functions can be easily obtained.

On the other hand, in processing 513, the acceleration signal a ₂ and the deceleration signal d ₂ are simultaneously output, so that the control unit 1 receives the signal corresponding to the cancellation of the auto-cruise as described above. I am doing it.
Therefore, the operation obtained by providing this processing 513 and the reason for providing this processing 513 will be described with reference to FIG.

In FIG. 7, when the predicted inter-vehicle distances Da, Dn, Dd at time T10 + Tc are calculated from the inter-vehicle distance D [T10] at time T10, the predicted inter-vehicle distance Da becomes zero in this example, and the acceleration signal a ₂ Outputting means that the vehicle in front will collide with the preceding vehicle. Further, as described above, the minimum required inter-vehicle distance, for example, a distance of about 30 m is set as the predetermined distance value Dc. Therefore, in this example, even if the deceleration signal d ₂ is output, the predicted inter-vehicle distance is set. Dd <Dc, and the vehicle distance remains extremely dangerous.

In this embodiment, however, the process 513 is so arranged that the automatic cruise is canceled at this time. On the other hand, in the auto cruise state,
As a matter of course, even if the driver releases his / her foot from the accelerator pedal, even if he / she puts his / her foot on, the amount of operation should be zero.

As a result, when Dd <Dc,
Since the auto-cruise is released, the engine brake is applied, and thereby deceleration is obtained. Therefore, according to this embodiment, by providing the processing 513, the rear-end collision can be automatically prevented. become.

Next, an embodiment of a vehicle instrument panel (instrument panel) to which the present invention is applied will be described with reference to FIG. In the embodiment of FIG. 8, a speedometer 801 and a tachometer (engine tachometer) widely used in automobiles are used.
802, a fuel gauge 803, an engine cooling water temperature gauge 804, a transmission position indicator 805, a right turn blinker indicator 806, a left turn blinker indicator 807, various warning indicators 808, and a rear impact warning indicator light 809 as an indicator characteristic of the present invention. An automatic cruise indicator 810, an FDC indicator 811, a set indicator 812, and a resume indicator 813 are arranged in the center of five indicators.

As shown in FIG. 1, all of these indicator lights are connected to the control unit 1 so that their lighting is controlled.

First, the automatic cruise indicator lamp 810 is turned on when the vehicle is traveling in the constant speed traveling mode. Next, F
The DC indicator lamp 811 is lit when in the following traveling mode. Further, the set indicator lamp 812 indicates that when the set switch 15 is pressed and the signal d ₁ is generated, or when the deceleration signal d ₂ is generated from the following travel control unit 20.
Lights when the control unit 110 receives them.

Further, the resume indicator lamp 81 is provided when the control unit 1 receives the resume switch 16 when the resume switch 16 is pressed to generate the signal a ₁ or when the follow-up traveling control unit 20 generates the acceleration signal a _2. Lights up. Therefore, the follow-up traveling control unit 2 is turned on by turning on the set indicator light 811 and the resume indicator light 812.
The driver is informed that 0 has output the acceleration signal a ₂ or the deceleration signal d ₂ .

At this time, as shown in FIG. 1, the set indicator lamp 81 which is turned on when the deceleration signal is received.
1 is yellow, and the resume display lamp 812 that is turned on when receiving an acceleration signal is green so that the driver can easily understand it visually.

On the other hand, the rear-end collision warning indicator light 809 blinks when there is a high possibility of rear-end collision with the preceding vehicle, and sounds the buzzer 814 shown in FIG. 1 to urge the driver to brake. In this case, especially the rear collision warning indicator light 8
09 has a red color so that it can be surely notified that a danger has occurred, and has a larger area than the other three indicator lights.

Next, FIG. 9 shows a running test result in the case where the above-mentioned embodiment is applied. In FIG. 9, for example, at time T6, since the predicted inter-vehicle distance Dd when the deceleration signal d ₂ is output is the closest to the target inter-vehicle distance Dr, the deceleration signal d ₂ is output. Similarly, at time T7, the predicted inter-vehicle distance Da at the time of outputting the acceleration signal a ₂ is the closest to the target inter-vehicle distance. Therefore, at this time, the acceleration signal a ₂ is output. At time T8, the predicted inter-vehicle distance Dn when neither the acceleration signal nor the deceleration signal is output.
Is the closest to the target inter-vehicle distance Dr, so no signal is output.

On the other hand, at time T9, the inter-vehicle distance D has failed to be measured, and therefore the inter-vehicle distance is calculated from the inter-vehicle distance Dn estimated Tc seconds before, and no acceleration signal or deceleration signal is output at this time. I have decided.

[0057]

According to the present invention, the follow-up traveling function can be easily added without touching the main body of the control device having the constant speed traveling function. It can be obtained by increasing the cost.

[Brief description of drawings]

FIG. 1 is a system configuration diagram showing an embodiment of a constant inter-vehicle distance control device according to the present invention.

FIG. 2 is a timing chart for explaining an operation in a follow-up traveling mode in the embodiment of the present invention.

FIG. 3 is a predicted inter-vehicle distance Da, D according to an embodiment of the present invention.
It is a conceptual diagram of n and Dd.

FIG. 4 is an explanatory diagram of a vehicle model used to calculate a predicted inter-vehicle distance in the embodiment of the present invention.

FIG. 5 is a flowchart showing a process of generating an acceleration signal and a deceleration signal in the embodiment of the present invention.

FIG. 6 is a timing diagram illustrating a process when the previous predicted inter-vehicle distance is used as the next predicted inter-vehicle distance in the embodiment of the present invention.

FIG. 7 is a timing chart for explaining an automatic cruise canceling process in the embodiment of the present invention.

FIG. 8 is a front view showing an example of a dashboard in one embodiment of the present invention.

FIG. 9 is a timing diagram showing a driving test result according to an embodiment of the present invention.

[Explanation of symbols]

1 Control Unit 2 Engine 3 Automatic Transmission 4 Intake Flow Rate Sensor 5 Throttle Sensor 6 Vehicle Speed Sensor 6 7 Accelerator Position Sensor 8 Brake Switch 9 AT Selector (Transmission Position Selector) 10 Parking Brake Switch 11 Throttle Valve 12 Throttle Actuator 13 Auto Cruise Input device 14 Main switch 15 Set switch (Set coast switch) 16 Resume switch (Resume accelerator switch) 17, 18 OR circuit 20 Tracking control unit 21 Radar device 22 FDC (Forward distance control)
switch

Claims (7)

[Claims] 1. A constant speed traveling control device for controlling the traveling speed of a vehicle at a set target speed, and a switch means for instructing the constant speed traveling control device to set and change the target speed.
A follow-up running control device having a radar device for measuring an inter-vehicle distance is provided, and a constant inter-vehicle distance running control is provided by changing the target speed set in the constant-speed running control device by the follow-up running control device. In the constant inter-vehicle distance running control device, the change command of the target speed from the follow-up running control device to the constant speed running control device has the same format as the signal input to the constant speed running control device from the switch means. A constant inter-vehicle distance travel control device, wherein the following travel control device is configured so as to be performed by a signal. 2. The constant speed traveling control device according to claim 1, wherein the signal output from the follow-up traveling control device is a logical sum of signals input from the switch means to the constant speed traveling control device. A constant inter-vehicle distance running control device, which is configured to be input. 3. The invention according to claim 1, wherein the signal for changing the target speed by the following drive control device is a pulse signal for increasing the target speed by a predetermined value and a pulse for decreasing the target speed by a predetermined value. A constant inter-vehicle distance running control device, which is configured to be at least two types of pulse signals. 4. The invention according to claim 3, wherein the generation and selection of the two types of pulse signals are executed every predetermined control cycle as a simulation result based on the current inter-vehicle distance. A traveling control device with a constant inter-vehicle distance. 5. The constant inter-vehicle distance control device according to claim 4, further comprising display means for notifying the occurrence of the two types of pulse signals. 6. The constant speed traveling control device according to claim 1, wherein the inter-vehicle distance measured by the radar device is equal to or less than a preset predetermined reference inter-vehicle distance for risk determination. A constant inter-vehicle distance running control device characterized in that the constant speed running function is released. 7. The invention according to claim 6, wherein when the constant speed traveling control device releases the constant speed traveling function, a signal instructing an increase of the target speed and a signal instructing a decrease of the target speed are simultaneously issued from the follow-up traveling control device. A constant inter-vehicle distance running control device, which is configured to be executed when it is generated.