JP2000052950A - Travel control device for vehicles - Google Patents

Abstract

(57) [Summary] [Problem] To solve the driver's discomfort by preventing automatic deceleration based on predicted road conditions from interfering with the driver's spontaneous deceleration. When A vehicle reaches the front by the control start distance L ₀ than the control target position on the road of the curve, an alarm is issued to prompt spontaneous deceleration the driver. If the driver releases the accelerator pedal before a predetermined time T has elapsed from the start of the alarm, it is determined that the driver has a will to decelerate, and after the predetermined time T has elapsed, the first deceleration target speed V
Executes strong automatic deceleration with ₁ as the target value. If the driver does not release the accelerator pedal after a lapse of the predetermined time T from the start of the alarm, it is determined that the driver has no intention to decelerate, and after the lapse of the predetermined time T, the second deceleration target speed V ₂ is set. Executes weak automatic deceleration as the target value.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a traveling control device for a vehicle which predicts a road condition ahead of a vehicle and issues an alarm or automatic braking based on the result of the prediction.

[0002]

2. Description of the Related Art Such a traveling control device for a vehicle is already known, for example, from Japanese Patent Application Laid-Open No. Hei 7-234991.
This predicts the shape of the road ahead of the vehicle based on information obtained from the navigation system,
It is determined whether or not the vehicle speed of the own vehicle is appropriate for the road shape, and if it is determined that the vehicle speed is inappropriate, a warning and automatic braking for the driver are performed.

[0003]

However, such a conventional vehicle travel control device performs automatic braking based on the predicted road shape and the vehicle speed of the own vehicle. It does not take into account whether or not they have the intention to slow down. Therefore, when the driver recognizes that it is difficult to pass through the curve ahead and tries to decelerate spontaneously, automatic braking which is not always necessary may be performed, giving the driver a sense of discomfort.

[0004] The present invention has been made in view of the above circumstances, and has as its object to eliminate driver discomfort by preventing automatic deceleration based on predicted road conditions from interfering with spontaneous deceleration of the driver.

[0005]

In order to achieve the above object, the invention described in claim 1 comprises a road condition detecting means for detecting a road condition, and a vehicle detecting a vehicle position on the road. Position detecting means, vehicle speed detecting means for detecting the vehicle speed of the own vehicle, target speed calculating means for calculating a target speed for passing through the road in accordance with the condition of the road ahead of the own vehicle position, A deceleration intention detecting means for detecting a driver's intention to decelerate in a vehicular traveling control device comprising: a comparing means for comparing the vehicle speed with a target speed; and a deceleration control means for decelerating and controlling the own vehicle based on a comparison result by the comparing means. Wherein the deceleration control means changes the deceleration control of the own vehicle based on the deceleration intention detected by the deceleration intention detection means.

According to the above configuration, the deceleration control means controls deceleration of the own vehicle according to the result of comparing the target speed set according to the condition of the road ahead of the own vehicle position with the vehicle speed of the own vehicle. When the driver's intention to decelerate is detected, the deceleration control by the deceleration control unit is changed, so that the driver's spontaneous deceleration and the deceleration control by the deceleration control unit interfere with each other and give the driver a sense of incongruity. Can be prevented.

According to a second aspect of the present invention, in addition to the first aspect, an alarm unit for issuing an alarm to a driver when the vehicle speed of the own vehicle is inappropriate for the detected road condition is provided. The deceleration intention detecting means detects a driver's willingness to decelerate within a predetermined time from the generation of an alarm by the alarm means.

[0010] According to the above configuration, an alarm is first issued when the vehicle speed of the vehicle is inappropriate, so that the driver can be prompted to voluntarily decelerate. In addition, since the driver's intention to decelerate within a predetermined period of time after the generation of the alarm is detected, it is possible to more reliably detect that the driver who has recognized the danger by the alarm has the intention to decelerate.

In the embodiment, the predetermined time is 0.5 second to
Although set to 3.0 seconds, the value is a design matter that can be set as appropriate.

According to a third aspect of the present invention, in addition to the configuration of the first or second aspect, the deceleration intention detecting means includes:
It is characterized by detecting a deceleration intention based on a driver's accelerator return operation.

According to the above configuration, the accelerator return operation is always performed when the driver operates the engine brake or the foot brake with the intention to decelerate, so that the driver's intention to decelerate can be reliably detected based on the accelerator return operation. Can be.

According to a fourth aspect of the present invention, in addition to the configuration of the second or third aspect, the deceleration control by the deceleration control means is performed by the driver's spontaneous braking within a predetermined time from the accelerator return operation of the driver. It is executed when there is no operation.

According to the above configuration, if the driver performs a spontaneous braking operation within a predetermined time after the driver returns the accelerator, the deceleration control by the deceleration control means is not executed. This prevents the driver from feeling uncomfortable due to interference with the deceleration control by the means.

According to a fifth aspect of the present invention, in addition to the configuration of the fourth aspect, the start of the deceleration control by the deceleration control means is delayed as the accelerator return amount is smaller or the accelerator return speed is lower. Features.

According to the above configuration, as the accelerator return amount is smaller or the accelerator return speed is smaller, the start of the deceleration control is delayed. Therefore, when the driver's intention to decelerate is small, that is, the driver expects the deceleration control by the deceleration control means. When not performed, the deceleration control can be performed slowly to eliminate the driver's discomfort.

According to a sixth aspect of the present invention, in addition to the configuration of any one of the first to fifth aspects, the higher the current vehicle speed of the own vehicle, or the current vehicle speed of the own vehicle and the target speed The start of the deceleration control by the deceleration control means is delayed as the deviation of the deceleration control is larger.

According to the above configuration, the start of the deceleration control is delayed as the current vehicle speed of the own vehicle is higher or as the deviation between the current vehicle speed of the own vehicle and the target speed is larger. At this time, that is, when the driver does not expect the deceleration control by the deceleration control means, the deceleration control can be performed slowly to eliminate the driver's discomfort.

According to a seventh aspect of the present invention, in addition to the configuration of the third aspect, the target speed calculating means includes an alarm target speed for judging whether or not the alarm means needs to be activated, and an alarm target speed. And calculating a target deceleration speed for determining whether the deceleration control means needs to be operated with a large value.

According to the above configuration, the alarm target speed for judging the necessity of the operation of the alarm means and the alarm target speed having a value larger than the alarm target speed for judging the necessity of the operation of the deceleration control means are determined. By calculating the deceleration target speed, not only can the warning means that gives the driver a small sense of discomfort be activated prior to the deceleration control means, but also the operation of the deceleration control means that gives the driver a large discomfort is minimized. it can.

According to the invention described in claim 8, in addition to the configuration according to any one of claims 3 to 7, the deceleration control means may include:
When the intention to decelerate is not detected within a predetermined time from the generation of the alarm, the deceleration control is changed to the suppression direction as compared with the case where the intention to decelerate is detected.

According to the above configuration, if the intention to decelerate is not detected within a predetermined time from the generation of the alarm, the deceleration control is changed to the suppression direction, so that when the driver recognizes that deceleration is unnecessary, it is more than necessary. It is possible to prevent the driver from feeling uncomfortable by preventing the deceleration control from being performed.

In the embodiment, the predetermined time is 0.5 second to
Although set to 3.0 seconds, the value is a design matter that can be set as appropriate. Further, changing the deceleration control to the suppression direction includes stopping the deceleration control.

According to a ninth aspect of the present invention, in addition to any one of the third to seventh aspects, the deceleration control means includes:
When the accelerator depressed state continues for a predetermined time from the generation of the alarm, the deceleration control is changed to the suppression direction as compared with the case where the intention to decelerate is detected within the predetermined time.

According to the above configuration, the deceleration control is changed to the suppression direction when the accelerator pedal is continuously depressed for a predetermined time from the generation of the alarm. Therefore, when the driver recognizes that deceleration is not necessary, Unnecessary deceleration control can be prevented from being performed, and the driver's discomfort can be eliminated.

In the embodiment, the predetermined time is 0.5 seconds to
Although set to 3.0 seconds, the value is a design matter that can be set as appropriate. Changing the deceleration control to the suppression direction includes stopping the deceleration control in the embodiment.

[0026]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described based on embodiments of the present invention shown in the accompanying drawings.

FIGS. 1 to 8 show an embodiment of the present invention. FIG. 1 is a block diagram showing the overall configuration of a vehicle traveling control device. FIGS. 2 to 4 are flowcharts for explaining the operation. FIG. 6 is a time chart when the first automatic braking is performed, and FIG.
FIG. 7 is a time chart when the second automatic braking is performed, FIG. 7 is a time chart when the automatic braking is not performed, and FIG. 8 is a diagram for explaining a method of setting the first and second deceleration target speeds V ₁ and V ₂ . is there.

As shown in FIG. 1, the vehicle traveling control device mounted on the vehicle includes a road condition detecting means M1, a vehicle position detecting means M2, a vehicle speed detecting means M3, a target speed calculating means M4, Comparing means M5, alarm means M6, deceleration control means M7, and deceleration intention detecting means M8 are provided.

The road condition detecting means M1 and the vehicle position detecting means M2 are mounted on a well-known automobile navigation system. The road condition detecting means M1 includes an IC card, a CD-ROM, and a memory rewritable MO. The shape of the road on which the vehicle travels is detected based on road map data of a predetermined range stored in advance on a (magneto-optical disk) or the like.
The road condition detecting means M1 may be one which detects the road condition ahead of the own vehicle using image recognition using a camera mounted on the own vehicle, inter-vehicle communication, road-to-vehicle communication, or the like. The situation includes not only the road shape but also information such as a red light at an intersection and a temporary stop. The vehicle position detecting means M2 detects the vehicle position P on the map by superimposing the vehicle position data received from the GPS antenna or the vehicle position data obtained by road-vehicle communication on the road map data. The vehicle speed detecting means M3 detects the current vehicle speed V of the own vehicle based on the rotation speed of the driven wheel.

Based on the radius of the curve of the road ahead of the vehicle obtained by the road condition detecting means M1, the target speed calculation means M4 calculates the curve of the vehicle without causing the lateral acceleration of the vehicle to exceed a predetermined reference value. A target speed is calculated as a speed that can pass.
The target speed is set lower as the radius of the curve is smaller, that is, as the vehicle hardly passes through the curve, and includes an alarm target speed V ₀ , a first deceleration target speed V _1, and a second deceleration target speed V ₂ . Have a magnitude relationship of V ₀ <V ₁ <V ₂ .

The alarm target speed V ₀ is the first deceleration target speed V ₁
And in which a reference for determining the second deceleration target speed V _2, the first deceleration target speed V ₁ was set as V ₀ + 5km / h, the second deceleration target speed V ₂ is set as V ₀ + 10km / h You. Besides, V ₀ , V ₁ , and V ₂ can be set by various methods. For example, the addition value Δ
Using V ₁ and ΔV ₂ , V ₁ = V ₀ + ΔV ₁ , V ₂ = V ₀
+ ΔV ₂ , and the magnitudes of the added values ΔV ₁ and ΔV ₂ may be changed according to the vehicle speed V or according to the deviation V−V ₀ between the vehicle speed V and the alarm target speed V ₀ (see FIG. 8). ).
This makes it possible to delay the start of the deceleration control by the deceleration control means M7.

The comparing means M5 compares the vehicle speed V detected by the vehicle speed detecting means M3 with the alarm target speed V ₀ , the first deceleration target speed V ₁ or the second deceleration target speed V ₂ calculated by the target speed calculation means M4. And based on the result, the warning means M6
And the operation of the deceleration control means M7.

The alarm means M6 is composed of a buzzer, a chime, a lamp, etc., and the vehicle speed V is equal to the alarm target speed V _0.
If you are exceeded, when the vehicle alarm starting position determined based on the deviation V-V ₀ between the vehicle speed V and the alarm target speed V ₀ is reached, to encourage spontaneous deceleration the driver Start the alarm.

The deceleration control means M7 is composed of automatic braking means for braking the vehicle without operating the driver's brake pedal, and the vehicle speed V is set to the first deceleration target speed V _1.
Or, when the second deceleration target speed V ₂ is exceeded,
Automatic braking is performed to accurately pass the curve of the road ahead. The deceleration control means M7 is not limited to the automatic braking means but may be any means capable of decelerating the vehicle. For example, means for reducing engine output, means for shifting down the transmission, and means for performing regenerative braking in an electric vehicle It may be.

When the accelerator pedal is returned from the depressed position (ON position) to the return position (OFF position) by the driver's operation, the deceleration intention detecting means M8 determines the driver's intention to decelerate in accordance with the return speed and return amount. Is detected. The return operation of the accelerator pedal can be detected by an accelerator opening sensor, but can also be detected by a throttle opening sensor provided on a throttle valve interlocked with the accelerator pedal.

When the driver's intention to decelerate is detected by the deceleration intention detecting means M8, the content of the deceleration control by the deceleration control means M7 is changed according to the intention to decelerate. That is, when the driver has the intention to decelerate, it is when the driver recognizes that it is difficult to pass through the curve at the current vehicle speed V. In such a case, the driver may feel uncomfortable. Automatic braking can be performed with a large deceleration without any. Conversely, when the driver does not have the intention to decelerate, it is when the driver checks the actual road conditions with his own eyes and recognizes that deceleration is unnecessary, and in such a case it is unnecessary It is possible to prevent the automatic braking that is strong from being executed, thereby reducing the discomfort experienced by the driver.

The outline of the vehicle travel control device has been described above, and the details of its operation will be further described with reference to the flowcharts of FIGS. 2 to 4 and the explanatory diagrams of FIGS.

First, after detecting a road condition ahead of the own vehicle in step S1, an alarm target speed V ₀ , a first deceleration target speed V ₁ and a second deceleration target speed V ₂ are determined based on the road condition in step S2. Is calculated, and at step S3
To calculate the current vehicle speed V of the own vehicle. In step S4, the vehicle speed V is compared with the warning target speed V _0. If V ≦ V ₀ , no warning or automatic braking is performed because the vehicle can pass the curve ahead at the current vehicle speed V without any trouble. On the other hand, if V> V ₀ in step S4, the vehicle cannot pass through the curve ahead at the current vehicle speed V, so the flow proceeds to step S5 to execute deceleration control for passing through the curve.

First, in step S5, the distance Lv (see FIG. 5) from the vehicle position P to the position to be controlled on the curve is calculated. The road map data includes coordinates of a plurality of nodes arranged at predetermined intervals on the road, and a node existing on a curve is selected as the control target position. When a plurality of nodes exist on the curve, the control target distance Lv to each node (that is, each control target position) is calculated. In a succeeding step S6, a control target position correction value ΔL based on the situation of the curve is calculated. The intention is that, for example, even if the radius of the curve is the same, the ease of passage differs between a case where the curve section is long and a case where the curve section is short, so the control target position is corrected with the control target position correction value ΔL. In this case, a new position to be controlled is set in accordance with reality. FIG. 5 shows a case where the curve is harder to pass than usual, and the control target position after correction is closer to the control target position (control target map data position) by the control target position correction value ΔL than the control target position before correction. Has been corrected. In the following step S7, the host vehicle distance Lv 'from the host vehicle position P to the control target position is calculated by Lv- [Delta] v.

In the following step S8, the vehicle turning amount (for example,
If the yaw rate is equal to or more than the reference value, the process returns to step S3 via step S36. Subsequent step S9
And the own vehicle distance Lv 'from the own vehicle position P to the control target position.
Is determined, if 0> Lv ′, the vehicle has already passed the position to be controlled, so the flow returns to step S3 via step S36. 0 ≦ Lv at step S9 'if so the vehicle has not reached the control target position, the vehicle distance Lv at step S10' is compared with the control start distance L ₀ to. The control start distance L ₀ is a distance measured based on the position to be controlled, and the deviation ΔV (= V−V ₀ ) and the vehicle speed V
Is determined based on Thus, at step S10, L
If v ′ ≧ L ₀ , that is, if the distance from the host vehicle position P to the control target position still exists sufficiently, step S
Thereafter, the process returns to step S3. On the other hand, Lv '
If <L ₀ and the vehicle position P is approaching the control target position, the process proceeds to step S11, and the warning operation flag is referred to.

The alarm activation flag is set to "1" when the alarm is activated when it is reset to "0", and is activated for a predetermined time and stopped. Before the vehicle enters the curve, the alarm operation flag has been reset to “0” in advance, so that the alarm is activated when the process proceeds to step S12. Until a predetermined time T (for example, 0.5 seconds to 3.0 seconds) measured by the timer A has elapsed since the alarm was activated, the process proceeds to step S18 to detect a driver's accelerator operation.

If no return operation of the accelerator pedal by the driver is detected in step S18, and therefore the driver has no intention to decelerate, the process returns to step S3 via step S36. If the accelerator pedal return operation by the driver is detected in step S18, the accelerator change flag is set to "1" in step S19, and the process proceeds to step S20. The accelerator change flag is set to "1" when the accelerator pedal is released and the driver's intention to decelerate is detected, and is reset to "0" when the vehicle passes through a curve. In the following step S20, since the alarm operation flag is initially reset to "0" (see step S11), the process returns to step S3 via step S36.

After the predetermined time T has elapsed, the flow goes to step S13.
If the answer is YES, the operation of the alarm is stopped in step S14, and the alarm operation flag is set to "1" in step S15. As a result, in the next loop, the answer to step S11 is NO and the answer to step S20 is YES, so that the process proceeds to step S21. In step S21, since the accelerator change flag has already been set to "1" (see step S19), the process proceeds to step S22. If the accelerator pedal remains OFF in step S22, that is, if the driver has not depressed the accelerator pedal once returned, the process proceeds to step S23.

In step S23, the automatic braking operation flag is referred to. When the automatic braking operation flag is reset to "0", automatic braking is permitted, and when it is set to "1", automatic braking is prohibited. Before the vehicle enters the curve, the automatic braking operation flag has been reset to “0” in advance, so that step S30
Move to

As described above, if the accelerator pedal is returned and the driver's intention to decelerate is detected before the predetermined time T has elapsed since the alarm was activated, and the accelerator pedal is not depressed again after that, the step The process moves to S30. In step S30, the vehicle speed V is changed to the first deceleration target speed V.
₁ as compared to, a V> V ₁ proceeds to step S31 if an excessive vehicle speed V. In step S31, the vehicle position P
There it reaches the position (automatic braking start position) satisfying _{Lv '<L 0 -V · T} , i.e. if the alarm termination timer A is timed up, the process proceeds to step S32.

If it is determined in step S32 that the driver has not manually activated the manual brake, first automatic braking is executed in step S33 so that the vehicle can pass the curve ahead. Since the first automatic braking is performed in a state where the driver's intention to decelerate (return operation of the accelerator pedal) is detected, even if sufficient deceleration is generated, the driver does not feel uncomfortable. It is performed with a strong braking force to reduce to a sufficiently low first deceleration target speed V ₁ a. When the predetermined time has elapsed in step S34, the automatic braking is stopped in step S35, and the automatic braking operation flag is set to "1" in step S37. In step S36, when the own vehicle has passed the curve, in step S38, the warning operation flag, the accelerator change flag, and the automatic braking operation flag are all reset to "0".

If the accelerator pedal is ON in step S22, the flow shifts to step S36, and automatic braking is not executed.

If the accelerator pedal is not returned before the predetermined time T has elapsed since the alarm was activated, the alarm activation flag is set to "1" in step S15, and the accelerator operation flag is set in step S19. The change flag is kept at "0" without being set to "1". Therefore, in the next loop, the answer to step S11 is NO.
, The answer to step S20 is YES, the answer to step S21 is NO, and the process proceeds to step S16.

In the following step S16, the accelerator pedal is
If the FF remains, the process proceeds to step S17. Since the automatic braking operation flag has been reset to “0” in step S17, the process proceeds to step S24. Step S2
The vehicle speed V is compared with the second deceleration target speed V ₂ at 4, V>
If a vehicle speed V is in excess V ₂ proceeds to step S25. In step S25, the own vehicle position P is Lv '<L ₀ −
If it reaches the position that satisfies VT (automatic braking start position),
That is, when the timer A times out and the alarm ends, the process proceeds to step S26.

In the following step S26, the driver voluntarily
If the manual brake is not applied to the
In step S27, the second automatic
Braking is performed. This second automatic braking
Willingness to decelerate (driver's accelerator pedal return operation) is detected
Large deceleration occurs because it is executed without being issued
Doing so may cause the driver to feel uncomfortable.
First deceleration target speed V ₁Higher second deceleration target speed V
_TwoIs performed with a weak braking force. And step
When the predetermined time has elapsed in step S28,
The dynamic braking is stopped, and in step S37, the automatic braking operation
Set the lug to “1”. In the following step S36, own vehicle
When the vehicle has finished passing the curve, an alarm is activated in step S38.
Flag, accelerator change flag and automatic braking operation flag
Are all reset to “0”.

If the accelerator pedal is turned on in step S16, the flow shifts to step S36 to execute no automatic braking.

Next, the above operation will be described again with reference to the time charts of FIGS.

[0053] Figure 5 is the one that corresponds to the first automatic braking is executed at step S33, before the predetermined time after the alarm vehicle has reached the control start distance L ₀ is actuated T has elapsed When the driver returns the accelerator pedal, it is determined that the driver has a deceleration intention, strong automatic braking to elapse between the first target value deceleration target speed V ₁ of the same time of the predetermined time T is performed. In this case, since the driver has a will to decelerate, even if a strong deceleration occurs, the driver does not feel uncomfortable.

[0054] Figure 6 corresponds to the second automatic braking is executed in the step S27, even if the predetermined time T since the warning the vehicle has reached the control start distance L ₀ is activated has elapsed When the accelerator pedal is left OFF, the determining that the driver does not have a deceleration intention, weak automatic braking to elapse and the second target value deceleration target speed V ₂ at the same time the predetermined time T is performed. In this case, since the driver does not have a deceleration intention, but may be subject to the generating strong deceleration discomfort, actually occur only weak deceleration target value of the second deceleration target speed V ₂ Since this is not done, the above-mentioned discomfort is avoided.

FIG. 7 corresponds to the case where the return operation is not detected while the accelerator pedal is kept ON. In this case, it is determined that the driver recognizes that the braking is unnecessary, and the predetermined time T Only an alarm is performed and automatic braking is not performed.

Next, a second embodiment of the present invention will be described with reference to FIGS.

As is apparent from a comparison between FIG. 3 (first embodiment) and FIG. 9 (second embodiment), in the second embodiment, when the answer to step S11 is NO, step S1 is executed.
Step S18 or Step S20 via 1A
The only difference is the transition to. That is, the return operation of the accelerator pedal is not detected in step S18, the predetermined time T measured by the timer A has elapsed in step S13, and the alarm operation flag is set to “1” in step S15.
In the next loop, the answer to step S11 is NO, and the process proceeds to step S11A. If the operation of returning the accelerator pedal is detected in step S18 before the predetermined time measured by the timer B has elapsed in step S11A, the first automatic braking is performed in steps S19 to S32 and step S33 (see FIG. 4). Is executed.
If the predetermined time measured by the timer B is set to 0 seconds, the second embodiment is the same as the first embodiment.

Thus, as shown in FIG.
If the accelerator pedal return operation is detected before the timer B expires after the alarm has ended and the timer B times out, it is determined that the driver has the intention to decelerate, and the first operation is performed simultaneously with the accelerator pedal return operation. Deceleration target speed V ₁
A strong automatic braking with a target value is executed.

Next, a third embodiment of the present invention will be described with reference to FIGS.

In the first embodiment, the first automatic braking is started when a predetermined time T has elapsed from the start of the alarm.
As shown in FIG. 1, in this embodiment, a variable delay time (for example, 0 second to 1.0 second) is set from when the return operation of the accelerator pedal is detected to when the first automatic braking is started. . Of course, if the driver performs a voluntary braking operation before the delay time has elapsed, the first automatic braking is not executed.

As shown in FIG. 12, the delay time is a variable value and the greater the vehicle speed V of the own vehicle, or the greater the deviation ΔV between the vehicle speed V of the own vehicle and the target alarm speed V ₀ (that is, the intention to decelerate). Is smaller). As a result, the driver's intention to decelerate can be reflected in detail, and the occurrence of discomfort can be more effectively prevented. In addition, the speed of the accelerator return operation (the rate of time change of the accelerator opening) is detected, and the lower the speed of the accelerator return operation (that is, the lower the intention to decelerate), the later the start of automatic braking or the operation of the accelerator return operation (A change amount of the accelerator opening) is detected, and the start of the automatic braking can be delayed as the accelerator return operation amount is smaller (that is, the deceleration intention is smaller).

Although the embodiments of the present invention have been described in detail, various design changes can be made in the present invention without departing from the gist thereof.

For example, in the embodiment, as a method of suppressing automatic braking when the intention to decelerate is not detected, a second deceleration target when the intention to decelerate is not detected is used as a method for suppressing automatic braking when the intention to decelerate is detected. Although the speed V ₂ is decelerated will have achieved by setting the first deceleration target speed V ₁ Restaurant high value when it is detected, it is possible to control the strength of the automatic braking in any other method . Specifically, it is possible to suppress the automatic braking by adopting a method such as delaying the timing of the start of braking, reducing the maximum value of the deceleration, reducing the generation gradient of the deceleration, and not executing the automatic braking. it can.

When the accelerator pedal is returned within the predetermined time T, the automatic braking is not executed after the predetermined time T has elapsed, but the time when the accelerator pedal is returned without waiting for the predetermined time T to elapse. Then, it may be determined that the driver has the intention to decelerate and automatic braking may be executed.

[0065]

As described above, according to the first aspect of the present invention, the target speed set according to the condition of the road ahead of the own vehicle position is compared with the vehicle speed of the own vehicle. The deceleration control means changes the deceleration control by the deceleration control means when the driver's intention to decelerate is detected in the vehicle travel control device in which the deceleration control means controls the deceleration of the own vehicle. It is possible to prevent the driver from feeling uncomfortable due to interference with the deceleration control.

According to the second aspect of the present invention,
When the vehicle speed of the own vehicle is inappropriate, a warning is first issued, so that the driver can be prompted to voluntarily decelerate.
In addition, since the driver's intention to decelerate within a predetermined period of time after the generation of the alarm is detected, it is possible to more reliably detect that the driver who has recognized the danger by the alarm has the intention to decelerate.

According to the third aspect of the present invention,
Whenever the driver operates the engine brake or the foot brake with the intention to decelerate, the accelerator return operation is performed, so that the driver's intention to decelerate can be reliably detected based on the accelerator return operation.

According to the invention described in claim 4,
If the driver's spontaneous braking operation is performed within a predetermined time from the driver's accelerator return operation, the deceleration control by the deceleration control unit will not be executed, so the driver's voluntary braking operation and the deceleration control by the deceleration control unit will interfere with each other. This prevents the driver from feeling uncomfortable.

According to the invention described in claim 5,
Since the start of the deceleration control is delayed as the accelerator return amount is small or the accelerator return speed is low, the deceleration control is performed when the driver's intention to decelerate is small, that is, when the driver does not expect the deceleration control by the deceleration control means. You can go slowly and eliminate the driver's discomfort.

According to the invention described in claim 6,
As the current vehicle speed of the own vehicle is higher, or as the deviation between the current vehicle speed of the own vehicle and the target speed is larger, the start of the deceleration control is delayed.
That is, when the driver does not expect the deceleration control by the deceleration control means, the deceleration control can be performed slowly to eliminate the driver's discomfort.

According to the seventh aspect of the present invention,
Since the alarm target speed for determining the necessity of the operation of the alarm means and the deceleration target speed for determining whether the deceleration control means needs to be operated with a value larger than the alarm target speed are calculated, Not only can the alarming means that the driver feels less uncomfortable be actuated prior to the deceleration control means, but also the operation of the deceleration control means that the driver experiences a greater discomfort can be minimized.

According to the invention described in claim 8,
If the intention to decelerate is not detected within a predetermined time after the warning is issued, the deceleration control is changed to the suppression direction, so that unnecessary deceleration control is not performed when the driver recognizes that deceleration is unnecessary. This can eliminate the driver's discomfort.

According to the ninth aspect of the present invention,
Since the deceleration control is changed to the suppression direction when the accelerator depressed state continues for a predetermined time from the generation of the alarm,
When the driver recognizes that the deceleration is unnecessary, it is possible to prevent the deceleration control from being performed more than necessary, and to solve the driver's discomfort.

[Brief description of the drawings]

FIG. 1 is a block diagram showing an overall configuration of a vehicle travel control device.

FIG. 2 is a first partial diagram of a flowchart for explaining the operation;

FIG. 3 is a second diagram of the above flowchart.

FIG. 4 is a third diagram of the above flowchart.

FIG. 5 is a time chart when the first automatic braking is performed.

FIG. 6 is a time chart when a second automatic braking is performed.

FIG. 7 is a time chart when automatic braking is not performed.

FIG. 8 is a view for explaining a method for setting _first and second deceleration target speeds V ₁ and V ₂ .

FIG. 9 is a flowchart according to a second embodiment of the present invention, corresponding to FIG. 3;

FIG. 10 is a time chart corresponding to FIG. 4 according to a second embodiment of the present invention.

FIG. 11 is a time chart corresponding to FIG. 4 according to a third embodiment of the present invention.

FIG. 12 is a map for searching for a delay time.

[Explanation of symbols]

M1 road condition detecting means M2 vehicle position detecting means M3 vehicle speed detecting means M4 target speed calculating means M5 comparing means M6 alarm means M7 deceleration control means M8 deceleration intention detecting means P vehicle position V vehicle speed V ₀ alarm target speed (target speed) V ₁ First deceleration target speed (deceleration target speed, target speed) V ₂ Second deceleration target speed (deceleration target speed, target speed)

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Yuji Sakaki 1-4-1 Chuo, Wako-shi, Saitama F-term in Honda R & D Co., Ltd. 2F029 AA02 AB07 AC02 AC12 AC14 AC18 AC19 3D046 BB18 EE01 HH02 HH05 HH20 HH22 JJ05 KK07 KK11 MM08 5H180 AA01 BB04 BB12 BB13 CC04 FF05 FF22 FF25 FF27 LL07 LL08 LL09

Claims (9)

[Claims] 1. A road condition detecting means (M1) for detecting a state of a road, a vehicle position detecting means (M2) for detecting a vehicle position (P) on a road, and a vehicle speed (V) of the vehicle. Vehicle speed detecting means (M3) for detecting, and target speed calculation for calculating target speeds (V ₀ , V ₁ , V ₂ ) for passing through the road in accordance with the condition of the road ahead of the vehicle position (P) and means (M4), the target speed of the vehicle speed (V) of the vehicle _{(V 0, V 1, V} 2) are compared with the comparison means (M5), the vehicle based on the comparison result by the comparison means (M5) A vehicle deceleration control means (M7) for deceleration control, a deceleration intention detecting means (M
8) A deceleration control means (M7) for changing the deceleration control of the own vehicle based on the deceleration intention detected by the deceleration intention detection means (M8). 2. An alarm means (M6) for issuing an alarm to a driver when the vehicle speed (V) of the own vehicle is inappropriate for the detected road condition, and said deceleration intention detecting means (M8). The travel control device for a vehicle according to claim 1, wherein the detecting means detects a driver's intention to decelerate within a predetermined time after the alarm is issued by the alarm means (M6). 3. The vehicle travel control device according to claim 1, wherein the deceleration intention detection means (M8) detects a deceleration intention based on a driver's accelerator return operation. 4. The deceleration control by the deceleration control means (M7) is performed when there is no voluntary braking operation of the driver within a predetermined time from the accelerator returning operation of the driver. Or the running control device for a vehicle according to 3. 5. The deceleration control means (M7), as the accelerator return amount is smaller or the accelerator return speed is lower.
5. The vehicle travel control device according to claim 4, wherein the start of the deceleration control is delayed. 6. The higher the current vehicle speed (V) of the own vehicle, or the current vehicle speed (V) of the own vehicle and the target speed (V ₀ ).
The delay of the deceleration control by the deceleration control means (M7) is delayed as the deviation from the deceleration control means (M7) increases.
The vehicle travel control device according to any one of claims 5 to 7. 7. A target speed calculation means (M4) calculates an alarm target speed (V ₀ ) for determining whether or not the alarm means (M6) needs to be activated and a value larger than the alarm target speed (V ₀ ). and calculates the deceleration target speed for determining the necessity of operation of the deceleration control means (M7) comprises (V _1, V _2), a system as claimed in claim 3 . 8. The deceleration control means (M7), when the intention to decelerate is not detected within a predetermined time from the generation of the alarm,
The vehicle travel control device according to any one of claims 3 to 7, wherein the deceleration control is changed in the suppression direction as compared with a case where a deceleration intention is detected. 9. The deceleration control means (M7) controls the deceleration control when the accelerator depressed state continues for a predetermined time after the alarm is issued, as compared with a case where the intention to decelerate is detected within the predetermined time. The vehicle travel control device according to any one of claims 3 to 7, wherein the vehicle travel control device is changed in a suppression direction.