JP2003039978A - Vehicle traveling control method, device thereof, and vehicle - Google Patents

Abstract

(57) [Problem] To automatically change the acceleration / deceleration characteristics of a vehicle by automatic control when the positional relationship between the preceding vehicle and the own vehicle changes transiently during automatic following of the preceding vehicle, thereby improving the driver's driving fee. A method for improving a ring is provided. A traveling environment and traveling state when the positional relationship between the preceding vehicle and the own vehicle changes transiently during automatic following of the preceding vehicle,
In addition, the brake operation and the accelerator operation performed by the driver at the time of the change are stored, and the acceleration / deceleration characteristics of the vehicle are changed based on the operation, and thereafter, a similar transient change in the positional relationship between the preceding vehicle and the own vehicle is performed. The driver's driving feeling with respect to the acceleration / deceleration characteristics is improved when the occurrence of the error occurs.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention measures an inter-vehicle distance to a preceding vehicle using an on-vehicle radar or the like, and keeps a constant inter-vehicle distance by automatic driving to follow the preceding vehicle.
For a vehicle equipped with aptive Cruise Control), a method and device for learning the driving method of the driver for each driving situation and realizing a response satisfying the driving feeling of the driver according to the driving situation, and the device Regarding the vehicle.

[0002]

2. Description of the Related Art An ACC (Adaptive Cruise Contro) that measures the inter-vehicle distance from a preceding vehicle by using an on-vehicle radar or the like, and keeps a constant inter-vehicle distance by automatic driving to follow the preceding vehicle
There is a technology called l). Driving control is highly dependent on the driver's sensitivity, and the challenge is how to achieve a vehicle response that satisfies the driver's driving feeling in various driving conditions. As one method, there is a method of learning a driving method of a driver in various traveling states and reflecting the result in traveling control. For example, there is a technique described in JP-A-11-105579. This is A
In CC vehicles, when the driver follows the preceding vehicle by manual driving without automatic control with ACC turned off, the steady-state inter-vehicle distance is stored for each traveling state, and the inter-vehicle distance stored according to the traveling state during automatic driving is stored. The target inter-vehicle distance is obtained using the distance, and this is used for tracking control. Here, the driving feeling for the driver's inter-vehicle distance does not always match during manual driving and automatic driving, so the stored steady-state inter-vehicle distance is corrected and the corrected inter-vehicle distance is desirable for the driver during automatic driving. I think that this is the target inter-vehicle distance, and follow-up control traveling is performed in automatic driving by ACC.

[0003]

However, the following points are not taken into consideration in the prior art. (1) Since it is considered that the inter-vehicle distance that the driver desires is different between the manual driving and the automatic driving, the inter-vehicle distance during the automatic driving is calculated by using the inter-vehicle distance satisfying the driver during the manual driving as in the prior art. Is difficult. Therefore, it is difficult for the conventional technique to always satisfy the driving feeling of the driver with respect to the inter-vehicle distance during automatic driving. (2) It is considered that the driving feeling of the driver changes depending on the inter-vehicle distance and the acceleration / deceleration. However, in the prior art, the inter-vehicle distance that the driver desires in automatic driving is set, but since the acceleration / deceleration that the driver desires is not set, the acceleration / deceleration that satisfies the driving feeling of the driver is not set. Is difficult to achieve. (3) If the driving feeling of the driver is always the same in the same traveling state, the inter-vehicle distance and the acceleration / deceleration that satisfy the driving feeling of the driver can be learned well online. However, since the driving feeling of the driver changes from moment to moment, online learning may not be successful. Therefore, it is not always possible to realize the inter-vehicle distance and the acceleration / deceleration satisfying the driver despite learning.

Therefore, the present invention provides a control method, a device and a vehicle that improve the driving feeling of the driver. Alternatively, a man-machine interface may be provided in the vehicle so that the driver can adjust the acceleration / deceleration characteristics of the vehicle by using the interface, and as much as possible to complain about the automatic driving of the driver that may occur even by the above learning method. Provide measures to reduce the number.

[0005]

In order to solve the above problems, the following means are assumed. (1) In a method of allowing a vehicle to follow a preceding vehicle by keeping a certain inter-vehicle distance by automatic control, during automatic control activation,
Means for measuring running conditions such as inter-vehicle distance and vehicle speed, and running conditions such as road conditions and time zones, and means for storing in the database the correspondence relationship between the running conditions and running environment and the acceleration / deceleration characteristics to be realized by the vehicle According to the measured traveling state and traveling environment, the database is searched to find the acceleration / deceleration characteristics to be realized in the vehicle, the means for controlling the throttle opening and the brake fluid pressure for realizing the characteristics, and the driver's accelerator When the operation or the brake operation is performed, a means for determining whether or not the traveling state from the past to the present time is a predetermined state, and when the traveling state is a predetermined state,
It is characterized by having a means for updating the acceleration / deceleration characteristic to be realized in the vehicle, which is stored in advance in the database in correspondence with the current traveling state and traveling environment. (2) In the method of causing the vehicle to follow the preceding vehicle by keeping a certain inter-vehicle distance by automatic control, during automatic control activation,
A means for measuring the running conditions such as the distance between vehicles and the vehicle speed, and the running environment such as road conditions and time zones, and a means for storing the running conditions and the running environment for a certain period from the past to the present time. A means for setting and realizing the acceleration / deceleration that should be generated in the vehicle according to the traveling state and traveling environment, and when the acceleration / deceleration of the vehicle is changed by the driver's operation, the traveling state from the past to the present time is in a predetermined state. In some cases, it is characterized by having means for correcting and realizing the acceleration / deceleration to be generated in the vehicle, which is stored in advance in correspondence with the current traveling state and traveling environment. (3) When the deceleration of the host vehicle changes due to the vehicle that cuts in front of the host vehicle, if the running state from the past to the present time is in a predetermined state, depending on the current running state and the running environment, It is characterized by having a process for correcting and realizing the acceleration / deceleration to be generated in the vehicle, which is stored in advance. (4) The present invention is characterized by having means for displaying a correspondence relationship between the traveling state and traveling environment and the acceleration / deceleration characteristics to be realized by the vehicle, and means for manually correcting the acceleration / deceleration characteristics. (5) In (1) to (3) of the above means, the traveling state being a predetermined state means that the vehicle is accelerated by the acceleration of the preceding vehicle when the vehicle is following the preceding vehicle by automatic control. Alternatively, it means that the own vehicle is decelerated by decelerating the preceding vehicle. (6) In (1) to (3) of the above means, that the traveling state is a predetermined state means that when the vehicle is traveling following the preceding vehicle by automatic control, the vehicle is located between the preceding vehicle and the own vehicle. It is a state in which the vehicle is interrupted and the vehicle slows down. (7) In (1) to (3) of the above means, that the traveling state is a predetermined state means that when the vehicle is traveling following the preceding vehicle by the automatic control, the own vehicle sets the target inter-vehicle distance from the present time. It means a state of decelerating by setting a long value or accelerating by setting a target inter-vehicle distance shorter than the present time. (8) In (1) to (3) of the above means, the traveling state being a predetermined state means that when the vehicle is traveling at a constant speed by automatic control, the host vehicle changes lanes and is behind the preceding vehicle. It means that the vehicle is decelerating or accelerating by starting the following traveling by automatic control.

[0006]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS First, the outline of the present invention will be described with reference to FIGS.
, And then the processing contents of the present invention will be described in detail with reference to FIGS.

FIG. 1 shows an example of the overall configuration of a control system used in the present invention. The ACC car 101 has a RAM / ROM,
Further, an ECU (Engine Control Unit) 106 in which software for controlling an engine is incorporated, and an actuator driven by an output value thereof, that is, an engine
102, an automatic transmission 105, a throttle device 103, and a brake device 104 are mounted. The ECU 106 includes a radar 107, a front and rear G sensor 108, an ACCSW (switch) 109, a touch panel 110, a navigation device 111, a clock 112, an air temperature sensor 113, a vehicle height sensor 114, a wiper SW (switch) 115,
Accelerator depression amount sensor 116, brake depression amount sensor 117,
Handle rotation amount sensor 118, vehicle speed sensor 119, automatic transmission
105, brake device 104, throttle device 103,
Input and output of various signals with these. Distance from the radar 107, acceleration / deceleration from the front / rear G sensor 108, ACC
ACC start / release signal from SW109, touch panel 1
From 10 various command values by the driver, from the navigation device 111 the road (general road, highway), road straightness (straight line, curve), and road gradient (horizontal, uphill, downhill) signals, from the clock 112 Is the time, the air temperature is from the temperature sensor 113, the vehicle height is from the vehicle height sensor 114, the wiper start / stop signal is from the wiper SW 115, and the accelerator depression amount sensor 116 is
Is the accelerator pedal depression amount, the brake pedal depression amount sensor 117 is the brake pedal depression amount, the steering wheel rotation amount sensor 118 is the steering wheel rotation amount, the vehicle speed sensor 119 is the vehicle speed, and the automatic transmission 105 is
A shift position signal is input to the ECU 106 from. Further, the ECU 106 outputs internal variables to the touch panel 110, the shift position to the automatic transmission 105, the throttle opening to the throttle device 103, and the brake fluid pressure signal to the brake device 104.

FIG. 2 shows an example of an overall block diagram of the ACC control system used in the present invention. The ACC control system controls acceleration / deceleration of the vehicle so that the measured actual inter-vehicle distance matches the inter-vehicle distance command value. The conventional ACC control system includes an inter-vehicle distance measurement 201, an inter-vehicle distance command calculation 202, an inter-vehicle distance control 203, a vehicle speed control 204, a drive shaft torque control 205, an override control 206, a brake hydraulic servo system 209, a throttle opening servo system 210. , And a block of the vehicle 211. The blocks added to the conventional ACC control system for realizing the present invention are a brake hydraulic pressure correction 207, a throttle opening correction 208, a database 214, a learning device 212, and a touch panel 213. There is a feature of. Hereinafter, the conventional ACC control system block and the block showing the features of the present invention will be described in this order. Regarding the conventional ACC control system, only the functional outline will be described. In particular, the control system that performs inter-vehicle distance control 203, vehicle speed control 204, drive shaft torque control 205, and override control 206,
Although it is assumed that the PID control system is used, the essence of the present invention does not change even if such an assumption is provided.

First, a block of a conventional ACC control system will be described. The inter-vehicle distance command calculation 202 calculates the inter-vehicle distance command value by multiplying the actual vehicle speed of the vehicle 211 by the target inter-vehicle time. The inter-vehicle distance measurement 201 measures the actual inter-vehicle distance by, for example, a radar. The inter-vehicle distance control 203 calculates a vehicle speed command value such that the actual inter-vehicle distance and the inter-vehicle distance command value match by PID control. The vehicle speed control 204 calculates an engine-driven torque command value so that the actual vehicle speed of the vehicle 211 matches the vehicle speed command value. The drive shaft torque control 205 uses the brake fluid pressure command value 1 so that the actual drive shaft torque matches the drive shaft torque command value.
And the throttle opening command value 1 is calculated. The override control 206 interrupts the ACC control in order to eliminate dissatisfaction with the vehicle response of the driver due to the driver's brake pedal operation or accelerator pedal operation. When the driver does not operate the accelerator pedal or the brake pedal, the override control 206 outputs the throttle opening command value 1 and the brake fluid pressure command value 1 as they are as the throttle opening command value 2 and the brake fluid pressure command value 2. When the driver operates the accelerator pedal or the brake pedal, the ACC is turned off to switch to the manual running, and the throttle opening command value 2 and the brake fluid pressure command value 2 corresponding to the accelerator pedal operation or the brake pedal operation by the driver are set. Is output. The brake hydraulic servo system 209 drives the brake device of the vehicle 211 using the corrected brake fluid pressure command value output from the block 207.
The throttle opening servo system 210 drives the throttle device of the vehicle 211 using the corrected throttle opening command value output from the block 208.

Next, the blocks showing the features of the present invention will be described. Throttle opening correction 208 outputs a corrected throttle opening command value obtained by changing the response of the throttle opening. When this relationship is expressed by a transfer function, the following expression (1) is obtained.

[0011]

[Equation 1]

[0012] This is a lead-lag compensation filter having time constants T ₁ and T ₂ . In addition, s is a Laplace operator. If T ₁ > T ₂ , delay compensation is performed to gently change the throttle opening, and if T ₁ <T ₂ , advance compensation is performed to rapidly change the throttle opening. If T ₁ = T ₂ , nothing is changed in the throttle opening. The corrected throttle opening command value is input to the throttle opening servo system 210, and the throttle device of the vehicle 211 is driven. Therefore, the throttle opening correction 208 can correct the acceleration of the vehicle 211. .

The brake hydraulic pressure correction 207 outputs a corrected brake hydraulic pressure command value in which the response of the brake hydraulic pressure is changed. When this relationship is expressed by a transfer function, the following expression (2) is obtained.

[0014]

[Equation 2]

This is a lead-lag compensation filter having time constants T ₃ and T ₄ . In addition, s is a Laplace operator.
If T ₃ > T ₄ , delay compensation is performed and the brake fluid pressure is gently changed. If T ₃ <T ₄ , advance compensation is performed and the brake fluid pressure is rapidly changed. If T ₃ = T ₄ , no change is applied to the brake fluid pressure. The corrected brake fluid pressure command value is input to the brake fluid pressure servo system 209, and the brake device of the vehicle 211 is driven.
This makes it possible to correct the deceleration of the vehicle 211.

FIG. 3 shows the contents of the database 214. In the database 214, each item of the traveling environment and the traveling state is arranged in a table, and all combinations of the respective items are written under the table. For each of the combinations, the time constants T ₁ and T _{2 of} the throttle opening correction 208 and the time constants T ₃ and T _{4 of} the brake oil pressure correction 207 are stored. Running environment / running status 301
As roads (general road, highway), road straightness (straight line, curved line), road gradient (horizontal, uphill, downhill), time zone (day, night), weather (clear (cloudy), rain (snow)) ), Number of surrounding vehicles (high, low), own vehicle on-board amount (heavy, medium, light), own vehicle shift position (1, 2, 3, 4, 5), own vehicle speed (30km / h ~ 120km
/ H, 5km / h increments, preceding (interruption) vehicle speed (30km / h-12
0km / h, 5km / h increments, own vehicle acceleration / deceleration (-0.3G to 0.3G,
0.01G increments, inter-vehicle distance (10m-120m increments, 5m increments), steering wheel operation presence (presence / absence), and combinations 302 of these are used to represent various traveling environment / driving state patterns. Each time the traveling environment / driving state is measured by the vehicle 211, the corresponding time constants T _{1 to} T ₄ are retrieved from the database 214, and these values can be used for the throttle opening correction 208 and the brake fluid pressure correction 207. . This allows the vehicle 211
Can realize acceleration / deceleration according to the driving environment and driving conditions.
Here, the initial values of the time constants T _i (i = 1 to 4) are all set to 1 second, the values of the time constants T ₁ and T ₃ are unchanged, and only the time constants T ₂ and T ₄ are increased / decreased. However, the time constant is 2
The initial value of the time constant may be set independently, such as setting the second to the initial value and another time constant to 0.5 second.
However, when the running environment / running state changes, the values of the time constants T ₂ and T ₄ also change accordingly. However, in order to avoid sudden changes in the values, the value of the time constant is gradually changed over a certain period of time. Change.

When the vehicle 211 is in a predetermined traveling state, the learning device 212 searches the database 214 for time constants T ₂ and T ₄ corresponding to the traveling environment / driving state at that time, and the values are retrieved by the driver. The value is updated to a value that improves the driving feeling, and the updated value is written in the database 214.
Hereinafter, what the predetermined traveling state is like will be described with reference to FIGS. 8 to 21. It will also be explained how the time constants T ₂ and T ₄ should be changed for each case.

(FIGS. 8 and 9) This is because the own vehicle is AC
This is the case where the preceding vehicle accelerates or decelerates during C following travel. FIG. 8 shows an example in which the preceding vehicle accelerates, and FIG. 9 shows an example in which the preceding vehicle decelerates.

First, the case where the preceding vehicle accelerates will be described. In FIG. 8A, the host vehicle (ACC vehicle) is traveling ACC following the preceding vehicle while maintaining the target inter-vehicle distance. Both vehicles are assumed to be traveling at 80 km / h. Figure 9
In (B), the preceding vehicle suddenly accelerates and the own vehicle tries to follow, but it does not accelerate as much as the preceding vehicle, and the inter-vehicle distance also increases the target inter-vehicle distance. The driver of the vehicle is dissatisfied with the fact that the acceleration is small and the distance between the vehicles is long. Therefore, as shown in FIG. 8C, the driver of the own vehicle depresses the accelerator to catch up with the preceding vehicle, increases the acceleration, and realizes a driving feeling that suits himself. In this case, in order to satisfy the driving feeling of the driver of the vehicle in automatic driving, the response of the throttle opening during automatic driving should be made sharper than the current response. That is, the time constant T ₂ of the throttle opening compensator 208 corresponding to the traveling environment and traveling state at the time of the accelerator operation is searched from the database 214, and the value is increased by a certain amount as in the formula (A1), Is updated and is written in the database 214.

T ₂ ← T ₂ + ΔT ₂ (A1) By this processing, even if the same running state as in FIG. 8B occurs thereafter, the driving feeling of the driver of the vehicle is improved in the automatic driving. Acceleration characteristics can be obtained.

Next, a case where the preceding vehicle decelerates will be described. In FIG. 9 (A), the host vehicle (ACC vehicle) is traveling ACC following the preceding vehicle while maintaining the target inter-vehicle distance. Both vehicles are assumed to be traveling at 80 km / h. FIG. 9 (B)
Then, the preceding vehicle suddenly slows down and the own vehicle tries to follow,
It does not decelerate as much as the preceding vehicle and the inter-vehicle distance becomes shorter than the target inter-vehicle distance. The driver of the vehicle is dissatisfied with the fact that the deceleration is small and the inter-vehicle distance is shortened. Therefore, as shown in FIG. 9 (C), the driver of the own vehicle depresses the brake to increase the distance from the preceding vehicle, increases the deceleration, and realizes a driving feeling suitable for himself. In this case, in order to satisfy the driving feeling of the own vehicle driver in automatic driving,
The response of brake fluid pressure during automatic operation should be sharper than the current one. That is, the time constant T ₄ of the brake fluid pressure corrector 207 corresponding to the traveling environment / driving state at the time of the brake operation is retrieved from the database 214, and is increased by a certain amount as in the formula (B1) to obtain the value. Is updated and is written in the database 214.

T ₄ ← T ₄ + ΔT ₄ (B1) By this processing, even if the same running state as in FIG. 9B occurs thereafter, the driving feeling of the driver of the vehicle is improved in the automatic driving. Deceleration speed characteristics can be obtained.

(FIGS. 10 and 11) This is a case where the vehicle cuts in from the adjacent lane while the vehicle is following the preceding vehicle by ACC. FIG. 10 shows an example in which the vehicle driver operates the accelerator, and FIG. 11 shows an example in which the driver operates the brake.

First, a case where the vehicle driver operates the accelerator will be described. In FIG. 10 (A), the own vehicle (A
(CC vehicle) is following the ACC following the preceding vehicle while maintaining the target inter-vehicle distance. In the figure, both vehicles have the same 80km /
Although it is said that the vehicle travels at h, the vehicle speed may differ between the own vehicle and the preceding vehicle. In FIG. 10 (B), the vehicle changes lanes and falls within the target inter-vehicle distance. Although the own vehicle slows down to follow this interrupted vehicle, if the driver of the vehicle thinks that the initial inter-vehicle distance with the interrupted vehicle is acceptable, the deceleration increases and the inter-vehicle distance becomes longer. I feel dissatisfied. Therefore, as shown in FIG. 10 (C), the driver of the vehicle depresses the accelerator to catch up with the preceding vehicle, increases the acceleration,
Achieve a driving feeling that suits you. in this case,
In order to satisfy the driving feeling of the driver of the vehicle in automatic driving, the response of the brake fluid pressure during automatic driving should be slower than the current one. That is, the time constant T ₄ of the brake fluid pressure corrector 207 corresponding to the running environment / running state at the time of the accelerator operation is retrieved from the database 214, and the value is decreased by a certain amount as in the formula (A2) and the value is obtained. Is updated and is written in the database 214.

T ₄ ← T ₄ -ΔT ₄ (A2) By this processing, even if a traveling state similar to that shown in FIG. 10B occurs thereafter, the driving feeling of the vehicle driver is improved in the automatic driving. Such deceleration characteristics can be obtained.

Next, a case where the driver of the vehicle operates the brake will be described. In FIG. 11A, the own vehicle (AC
Vehicle C) is running ACC following the preceding vehicle while maintaining the target inter-vehicle distance. In the figure, both vehicles have the same 80km / h as an example.
The vehicle speed is different between the own vehicle and the preceding vehicle. In FIG. 11B, the vehicle changes lanes and cuts into the target inter-vehicle distance. Although the host vehicle slows down to follow the interrupted vehicle, the driver of the host vehicle is dissatisfied with the fact that the deceleration is small and the inter-vehicle distance from the interrupted vehicle is not shortened. Therefore, as shown in FIG. 11 (C), the driver of the own vehicle depresses the brake to increase the inter-vehicle distance and increases the deceleration. In this case, in order to satisfy the driving feeling of the driver of the vehicle in the automatic driving, the response of the brake fluid pressure during the automatic driving should be made sharper than the current response. In other words, the time constant T ₄ of the brake fluid pressure corrector 207 corresponding to the running environment / running state at the time when the brake operation is performed is searched from the database 214, and the value is increased by a certain amount as in the formula (B2) and the value is obtained. Is updated and is written in the database 214.

T ₄ ← T ₄ + ΔT ₄ (B2) By this processing, even if the same running state as in FIG. 11B occurs thereafter, the driving feeling of the driver of the vehicle is improved in the automatic driving. Deceleration characteristics can be obtained.

(FIGS. 12 and 13) This is a case where the own vehicle driver changes the target inter-vehicle distance to be longer than the current value or shorter than the current value while the own vehicle is following the preceding vehicle by ACC. This is a case where the vehicle driver feels that the acceleration / deceleration after changing the target inter-vehicle distance is large. FIG. 12 shows an example in which the target inter-vehicle distance becomes long, and FIG. 13 shows an example in which the target inter-vehicle distance becomes short.

First, the case where the target inter-vehicle distance becomes long will be described. In FIG. 12 (A), the host vehicle (ACC vehicle) is traveling ACC following the preceding vehicle while maintaining the target inter-vehicle distance. Both vehicles are assumed to be traveling at 80 km / h. In FIG. 12B, the own vehicle driver changes the setting of the target inter-vehicle distance to be longer than the current value. The driver's vehicle slows down to increase the vehicle-to-vehicle distance, but the driver's own vehicle has too much deceleration and is dissatisfied. Therefore, as shown in FIG. 12 (C), the driver of the vehicle depresses the accelerator to reduce the deceleration to realize a driving feeling suitable for himself. In this case, in order to satisfy the driving feeling of the driver of the vehicle in automatic driving, the response of the throttle opening during automatic driving should be made slower than the current response. That is, the time constant T ₂ of the throttle opening compensator 208 corresponding to the traveling environment and traveling state at the time of the accelerator operation is stored in the database 214.
Search from, reduce by a certain amount as in formula (A3),
Update the value and write it to database 214.

T ₂ ← T ₂ -ΔT ₂ (A3) By this processing, even if a traveling state similar to that shown in FIG. 12B occurs thereafter, the driving feeling of the vehicle driver is improved in the automatic driving. Such deceleration characteristics can be obtained.

Next, the case where the target inter-vehicle distance becomes short will be described. In FIG. 13 (A), the host vehicle (ACC vehicle) is traveling ACC following the preceding vehicle while maintaining the target inter-vehicle distance.
Both vehicles are assumed to be traveling at 80 km / h. In FIG. 13B, the own vehicle driver changes the setting of the target inter-vehicle distance to be shorter than the current value. The vehicle accelerates to reduce the distance between the vehicles, but the driver is dissatisfied because the acceleration is too large. Therefore, as shown in FIG. 13C, the driver of the vehicle depresses the brake to reduce the acceleration and realizes a driving feeling suitable for himself. In this case, in order to satisfy the driving feeling of the driver of the vehicle in automatic driving, the response of the throttle opening during automatic driving should be made slower than the current response. That is, the time constant T ₂ of the throttle opening compensator 208 corresponding to the traveling environment / driving state at the time when the brake operation is performed is searched from the database 214, and the time constant T ₂ is decreased by a certain amount as in the formula (B3) to obtain the value. Is updated and is written in the database 214.

T ₂ ← T ₂ -ΔT ₂ (B3) By this processing, even if a traveling state similar to that shown in FIG. 13B occurs thereafter, the driving feeling of the driver of the vehicle is improved in the automatic driving. Such acceleration characteristics can be obtained.

(FIGS. 14 and 15) This is a case where the own vehicle driver changes the target inter-vehicle distance to be longer than the current value or shorter than the current value while the own vehicle is ACC following the preceding vehicle. The car driver feels that the acceleration / deceleration after changing the target inter-vehicle distance is small. FIG. 14 shows an example in which the target inter-vehicle distance becomes long, and FIG. 15 shows an example in which the target inter-vehicle distance becomes short. First, a case where the target inter-vehicle distance becomes long will be described. In FIG. 14 (A), the host vehicle (ACC vehicle) is traveling ACC following the preceding vehicle while maintaining the target inter-vehicle distance. Both vehicles
It is assumed that the vehicle is traveling at 80km / h. In FIG. 14 (B),
The own vehicle driver changes the setting of the target inter-vehicle distance to be longer than the current value. My vehicle slows down to increase the distance between vehicles,
The deceleration is too small for the driver of the vehicle, and he is dissatisfied. Therefore, as shown in FIG. 14 (C), the driver of the vehicle depresses the brake to increase the deceleration to realize a driving feeling that suits himself. In this case, in order to satisfy the driving feeling of the driver of the vehicle in the automatic driving, the response of the brake fluid pressure during the automatic driving should be made sharper than the current response. That is, the time constant T ₄ of the brake fluid pressure corrector 207 corresponding to the traveling environment and traveling state at the time when the brake operation is performed is searched from the database 214, and the value is increased by a certain amount as in the formula (B4), and the value is obtained. Is updated and is written in the database 214.

T ₄ ← T ₄ + ΔT ₄ (B4) By this processing, even if the same running state as in FIG. 14B occurs thereafter, the driving feeling of the driver of the vehicle is improved in the automatic driving. Deceleration characteristics can be obtained.

Next, the case where the target inter-vehicle distance becomes short will be described. In FIG. 15 (A), the host vehicle (ACC vehicle) is traveling ACC following the preceding vehicle while maintaining the target inter-vehicle distance.
Both vehicles are assumed to be traveling at 80 km / h. In FIG. 15B, the own vehicle driver changes the setting of the target inter-vehicle distance to be shorter than the current value. Although the vehicle accelerates to reduce the distance between the vehicles, the driver is dissatisfied with the acceleration being too small. Therefore, as shown in FIG. 15 (C), the driver of the vehicle depresses the accelerator to increase the acceleration to realize a driving feeling suitable for himself. In this case, in order to satisfy the driving feeling of the driver of the vehicle in automatic driving, the response of the throttle opening during automatic driving should be made sharper than the current response. That is, the time constant T ₂ of the throttle opening compensator 208 corresponding to the traveling environment / driving state at the time of the throttle operation is searched from the database 214, and is increased by a certain amount as in the formula (A4) to obtain the value. Is updated and is written in the database 214.

T ₂ ← T ₂ + ΔT ₂ (A4) By this processing, even if the same running state as that shown in FIG. 15B occurs thereafter, the driving feeling of the driver of the vehicle is improved in the automatic driving. Acceleration characteristics can be obtained.

(FIGS. 16 and 17) This is because while the driver's vehicle is traveling at the same speed as the preceding vehicle in the adjacent lane and the ACC is running at a constant speed, the driver of the driver's lane changes to the lane behind the preceding vehicle and shifts to ACC following driving. This is the case. FIG. 16 shows an example in which the initial inter-vehicle distance is shorter than the target inter-vehicle distance, and FIG. 17 shows an example in which the initial inter-vehicle distance is longer than the target inter-vehicle distance.

First, a case where the initial inter-vehicle distance is shorter than the target inter-vehicle distance will be described. In FIG. 16 (A), the own vehicle (ACC vehicle) is running at the constant ACC speed at the same speed as the preceding vehicle in the adjacent lane with the initial inter-vehicle distance shorter than the target inter-vehicle distance. Both vehicles are assumed to be traveling at 80 km / h. In FIG. 16 (B), the driver of the vehicle is behind the preceding vehicle in the adjacent lane and shifts to ACC following traveling. The host vehicle decelerates to increase the inter-vehicle distance in order to follow the preceding vehicle at the target inter-vehicle distance. The driver of the vehicle, who thought that the initial vehicle distance was good and was behind the preceding vehicle, is slowed down and complains that the vehicle distance becomes longer. Therefore, FIG.
As shown in (C), the driver of the vehicle depresses the accelerator,
Decrease the deceleration to achieve a driving feeling that suits you. In this case, in order to satisfy the driving feeling of the driver of the vehicle in automatic driving, the response of the brake fluid pressure during automatic driving should be slower than the current one, and the response of the throttle opening should be slower than the current one. is there. That is, searches the constants T ₂ when the brake fluid pressure corrector constant T ₄ when the 207 and the throttle opening corrector 208 corresponding to the running environment and running condition at the time point when the accelerator operation from the database 214, the formula (A5 ), Update the values and write them to the database 214.

T ₄ ← T ₄ −ΔT ₄ and T ₂ ← T ₂ −ΔT ₂ (A5) By this processing, even if a traveling state similar to that shown in FIG. Thus, deceleration characteristics that improve the driving feeling of the driver of the vehicle can be obtained.

Next, a case where the initial inter-vehicle distance is longer than the target inter-vehicle distance will be described. In FIG. 17 (A), the own vehicle (ACC vehicle) is running at the constant ACC speed at the same speed as the preceding vehicle in the adjacent lane with the initial inter-vehicle distance being longer than the target inter-vehicle distance. Both vehicles are assumed to be traveling at 80 km / h. In FIG. 17 (B), the driver of the own vehicle is behind the preceding vehicle in the adjacent lane and shifts to ACC following traveling. The host vehicle accelerates to reduce the inter-vehicle distance by trying to follow the preceding vehicle at the target inter-vehicle distance. The driver of the vehicle, who thought that the initial distance was good, was behind the preceding vehicle, but was dissatisfied with the acceleration and shortening of the following distance. Therefore, FIG.
As shown in (C), the driver of the vehicle depresses the brake,
Achieve a driving feeling that suits you by reducing acceleration. In this case, in order to satisfy the driving feeling of the driver of the vehicle in the automatic driving, the response of the brake fluid pressure during the automatic driving should be made sharp and the response of the throttle opening should be made gentler than the current one. That is, searches the constants T ₂ when the time constant T ₄ and the throttle opening corrector 208 of the brake fluid pressure corrector 207 corresponding to the running environment and running condition of the time there is a braking operation from the database 214, the formula (B5 ), The time constant T ₄ is increased by a fixed amount, the time constant T ₂ is decreased by a fixed amount, the values are updated, and these are written in the database 214.

T ₄ ← T ₄ + ΔT ₄ and T ₂ ← T ₂ −ΔT ₂ (B5) By this processing, even if the same running state as in FIG. Acceleration characteristics that improve the driving feeling of the vehicle driver can be obtained.

(FIGS. 18 and 19) This is because the own vehicle driver changes lanes while the vehicle is traveling at a constant speed ACC at a higher speed than the preceding vehicle in the adjacent lane and a vehicle distance longer than the target vehicle distance. This is the case when the vehicle moves to the ACC follow-up running after it is attached to the back.
An example of the case where the own vehicle accelerates is shown in FIG. 18, and an example of the case where the own vehicle decelerates is shown in FIG.

First, the case where the vehicle accelerates will be described. In FIG. 18 (A), the own vehicle (ACC vehicle) is traveling at a constant ACC speed faster than the preceding vehicle in the adjacent lane with the initial inter-vehicle distance being longer than the target inter-vehicle distance. Own vehicle is 80km / h,
The preceding vehicle is assumed to be traveling at 70km / h. FIG.
In (B), the driver of the vehicle is behind the preceding vehicle in the adjacent lane and shifts to ACC following traveling. The host vehicle accelerates to reduce the inter-vehicle distance by trying to follow the preceding vehicle at the target inter-vehicle distance. The driver of the own vehicle is dissatisfied with the fact that the acceleration is large and the inter-vehicle distance is shortened. Therefore, as shown in FIG. 18C, the driver of the vehicle depresses the brake to reduce the acceleration and realizes a driving feeling that suits himself. In this case, in order to satisfy the driving feeling of the driver of the vehicle in automatic driving, the response of the brake fluid pressure during automatic driving should be made steeper than the current one and the response of the throttle opening should be made slower than the present one. is there. That is, the time constant T _{4 of} the brake fluid pressure compensator 207 and the throttle opening compensator corresponding to the traveling environment and traveling state at the time when the brake operation is performed.
The time constant T _{2 of} 208 is searched from the database 214, and the expression (B
As in 6), the time constant T ₄ is increased by a fixed amount, and the time constant T _{2 is} increased.
Reduces by a fixed amount, updates the values and writes them to the database 214.

T ₄ ← T ₄ + ΔT ₄ , T ₂ ← T ₂ −ΔT ₂ (B6) By this processing, even if the same running state as in FIG. Acceleration characteristics that improve the driving feeling of the driver can be obtained.

Next, the case where the vehicle decelerates will be described. In FIG. 19 (A), the own vehicle (ACC vehicle) is traveling at a constant ACC speed at a considerably higher speed than the preceding vehicle in the adjacent lane with the initial inter-vehicle distance being longer than the target inter-vehicle distance. Own vehicle is 80km /
It is assumed that the preceding vehicle is traveling at 60km / h. FIG. 19
In (B), the driver of the vehicle is behind the preceding vehicle in the adjacent lane and shifts to ACC following traveling. The host vehicle decelerates to increase the inter-vehicle distance in order to follow the preceding vehicle at the target inter-vehicle distance. The driver of the vehicle is dissatisfied with the fact that the deceleration is small and the inter-vehicle distance is shortened. Therefore, as shown in FIG. 19 (C), the driver of the vehicle depresses the brake to increase the deceleration to realize a driving feeling suitable for himself. In this case, in order to satisfy the driving feeling of the driver of the vehicle in automatic driving, the response of the brake fluid pressure during automatic driving should be made steeper than the present and the response of the throttle opening should be made steeper than the present. is there. That is, the time constant T _{4 of} the brake fluid pressure compensator 207 and the throttle opening compensator 20 corresponding to the traveling environment and traveling state at the time of the brake operation.
The time constant T _{2 of} 8 is searched from the database 214, and the expression (B
As in 7), the values are incremented by a certain amount, the values are updated, and these are written in the database 214.

T ₄ ← T ₄ + ΔT ₄ and T ₂ ← T ₂ + ΔT ₂ (B7) By this processing, even if a traveling state similar to that shown in FIG. A deceleration characteristic that improves the driving feeling of the vehicle driver can be obtained.

(FIGS. 20 and 21) This is because the driver's vehicle changes lanes while the vehicle is traveling at a constant speed faster than the preceding vehicle in the adjacent lane and the vehicle distance is shorter than the target vehicle distance, and the preceding vehicle changes. This is a case where the vehicle moves to the ACC follow-up running after the vehicle.
An example of the case where the own vehicle decelerates is shown in FIG. 20, and an example of the case where the own vehicle accelerates is shown in FIG.

First, the case where the vehicle decelerates will be described. In FIG. 20 (A), the own vehicle (ACC vehicle) is traveling at a constant ACC speed faster than the preceding vehicle in the adjacent lane with the initial inter-vehicle distance shorter than the target inter-vehicle distance. Own vehicle is 80km / h,
The preceding vehicle is assumed to be traveling at 90km / h. Figure 20
In (B), the driver of the vehicle is behind the preceding vehicle in the adjacent lane and shifts to ACC following traveling. The host vehicle decelerates to increase the inter-vehicle distance in order to follow the preceding vehicle at the target inter-vehicle distance. The driver of the vehicle is dissatisfied with the large deceleration and the long inter-vehicle distance. Therefore, as shown in FIG. 20 (C), the driver of the vehicle depresses the accelerator to reduce the deceleration to realize a driving feeling suitable for himself. In this case, in order to satisfy the driving feeling of the driver of the vehicle in automatic driving, the response of the brake fluid pressure during automatic driving should be slower than the current one, and the response of the throttle opening should be slower than the current one. is there. That is, searches the constants T ₂ when the brake fluid pressure corrector constant T ₄ when the 207 and the throttle opening corrector 208 corresponding to the running environment and running condition at the time point when the accelerator operation from the database 214, the formula (A6 ), Update the values and write them to the database 214.

T ₄ ← T ₄ −ΔT ₄ and T ₂ ← T ₂ −ΔT ₂ (A6) By this processing, even if a traveling state similar to that shown in FIG. Thus, deceleration characteristics that improve the driving feeling of the driver of the vehicle can be obtained.

Next, the case where the vehicle accelerates will be described. In FIG. 21 (A), the own vehicle (ACC vehicle) is traveling at a constant ACC speed at a speed much lower than that of the preceding vehicle in the adjacent lane with the initial inter-vehicle distance shorter than the target inter-vehicle distance. Own vehicle is 80km /
It is assumed that the preceding vehicle is traveling at 100km / h. Figure 2
In 1 (B), the driver of the vehicle is behind the preceding vehicle in the adjacent lane and shifts to ACC following driving. The host vehicle accelerates to reduce the inter-vehicle distance by trying to follow the preceding vehicle at the target inter-vehicle distance. The driver of the own vehicle is dissatisfied with the fact that the acceleration is large and the inter-vehicle distance is shortened. Therefore, as shown in FIG. 21 (C), the driver of the vehicle depresses the brake to reduce the acceleration and realizes a driving feeling suitable for himself. In this case, in order to satisfy the driving feeling of the driver of the vehicle in automatic driving, the response of the brake fluid pressure during automatic driving should be made steeper than the current one and the response of the throttle opening should be made slower than the present one. is there. That is, the time constant T _{4 of} the brake fluid pressure compensator 207 and the throttle opening compensator corresponding to the traveling environment and traveling state at the time when the brake operation is performed.
The time constant T _{2 of} 208 is searched from the database 214, and the expression (B
As shown in 8), the time constant T ₄ increases by a fixed amount, and the time constant T ₂
Reduces by a fixed amount, updates the value and writes it to the database 214.

T ₄ ← T ₄ + ΔT ₄ and T ₂ ← T ₂ −ΔT ₂ (B8) By this processing, even if the same running state as in FIG. Acceleration characteristics that improve the driving feeling of the vehicle driver can be obtained.

The above is the processing contents of the learning device 212 in FIG. Next, the touch panel 213 of FIG. 2 will be described.

Even if the learning unit 212 shown in FIG. 2 updates the time constants T _{1 to} T ₄ for improving the driving feeling of the driver, the driving feeling of the driver changes _every moment, so that the online learning is successful. It may not progress. Therefore, it may not always be possible to realize the acceleration / deceleration characteristics that the driver satisfies, despite learning. Therefore, the touch panel 213 is used to display the correspondence relationship between the running environment / running state and the acceleration / deceleration characteristics of the vehicle in a table so that the driver can manually correct the acceleration / deceleration characteristics for each running environment / running state.

FIG. 6 shows an example of a touch panel for the driver to adjust the acceleration / deceleration characteristics according to the traveling environment and traveling state in the present invention. This is the touch panel 213 of FIG.
The display / operation method of is shown. In the touch panel of FIG. 6, the items of traveling environment and traveling state are reduced from those in the table of FIG. This is because it is difficult for the driver to strictly distinguish the values such as the vehicle speed and the inter-vehicle distance. However, in addition to items such as the vehicle speed and the inter-vehicle distance, it is possible in principle to specify the traveling state in more detail. In the touch panel of FIG. 6, the running environment / running state 601
The following items are: roads (general roads, highways), road straightness (straight lines, curves), road gradients (horizontal, up, down), time zones (day, night), weather (cloudy), rain ( Snow)), the number of surrounding vehicles (high, low), and the amount of vehicles installed in the vehicle (heavy, medium, light), and various combinations of these are used to represent various driving environments and driving conditions.

The display and operation method of the touch panel will be described with reference to FIG. When the driver wants to correct the acceleration / deceleration characteristics, the driver presses the button “characteristic modification” under the touch panel to display the table in FIG. 6 and corrects the acceleration / deceleration characteristics. When the button "characteristic modification" is pressed again, the modification of the acceleration / deceleration characteristics is completed and the table display disappears. In the table of FIG. 6, items of traveling environment / driving state 601 are displayed in each column. For each combination, there is a column corresponding to whether to increase or decrease the acceleration / deceleration from the default or leave it as it is, as in the correction 603 of the acceleration characteristic and the correction 604 of the deceleration characteristic. is there. The driver can change the acceleration / deceleration characteristics by pressing any one of these fields with a finger. In the field pressed with a finger, for example, a circle mark is displayed, so that the designation change can be confirmed. However, in the initial state, FIG.
○ is displayed in each column in the default column of.

When the column for increasing or weakening the acceleration / deceleration from the default is pressed, the running environment / running state stored in the table of FIG. 3 is used as a parameter with the running environment / running state corresponding to that column. The time constants T ₂ and T ₄ are searched. When the column for increasing the acceleration characteristic is pressed on the touch panel, the value of the retrieved time constant T ₂ is increased to update the value, the updated value is written in the database 214, and the column for weakening the acceleration characteristic is pressed. If it is, the value of T ₂ retrieved is reduced and the value is updated, and the updated value is stored in the database.
Write to 214. When the column for increasing the deceleration characteristic is touched on the touch panel, the value of the retrieved time constant T ₄ is increased to update the value, and when the column for decelerating characteristic is depressed, the time is searched. The value of the constant T ₄ is reduced and updated. Through the above-described processing, the acceleration / deceleration characteristics that match the driving feeling of the driver can be realized in the vehicle. Here, the method of increasing / decreasing only the time constants T ₂ and T ₄ has been described, but by adding the time constants T ₁ and T ₃ to this, for example, when increasing the acceleration characteristic, the value of T ₂ is increased at the same time. A method of decreasing the value of T ₁ or a method of decreasing the value of T ₄ and increasing the value of T _{3 at} the same time when weakening the deceleration characteristic can be considered.

Since this table becomes long, a method of displaying it on several pages is adopted. That is, FIG.
There is a page forward button under the touch panel 213 as in the case of, and if the button "Next" 605 is pressed, the page hidden portion that is hidden under the displayed table is page forwarded for one page. Only display. If the button "Forward" 606 is pressed, the hidden and invisible part of the upper part of the displayed table is page-fed to display only one page. Even if the page is advanced, the columns of the items that define the traveling state 601, the column of the correction 603 of the acceleration characteristic, and the column of the correction 604 of the deceleration characteristic are always displayed on the upper part of the touch panel.
The position shall not change.

FIG. 4 shows a flowchart of processing for controlling the inter-vehicle distance according to the present invention. This process is performed by measuring the inter-vehicle distance 201, the inter-vehicle distance command calculation 202, the inter-vehicle distance control 203, the vehicle speed control 204, the drive shaft torque control 205, the override control 206, and the brake fluid pressure correction 207 and the throttle opening correction in FIG. The processing contents of 208 are shown, which are executed by a program stored in the ROM in the ECU 106. In the ECU 106, a series of processes from the start to the return of FIG.
It goes in 10ms. In the initial state, the database
The values of the time constant T _i (i = 1 to 4) in 214 are all set to 1 second. (Step 401) The inter-vehicle distance measurement 201, the inter-vehicle distance command calculation 202, the inter-vehicle distance control 203, the vehicle speed control 204, the drive shaft torque control 205, and the override control 206 allow the brake fluid pressure command value 2 and the throttle opening command value 2 to be determined. And proceed to the next step. (Step 402) The current running environment / running state is measured, and the combination of the current running environment / running state in the table of FIG.
The inter-vehicle distance and the vehicle speed are radar 111 and vehicle speed sensor 1 respectively
Measure at 19. From the navigation device 111, the travel route, the road linearity, and the road slope are displayed, and from the clock 112, the time zone, the wiper S
The weather is detected from the on / off state of W115, the number of surrounding vehicles and the preceding (interrupting) vehicle speed from the radar 107, the on-vehicle amount on the vehicle from the vehicle height sensor 114, and the presence or absence of steering wheel operation is detected from the steering wheel rotation amount sensor 118. With the above processing, the traveling environment and traveling state of the table in FIG.
The running state can be identified from the top of the table in the table of FIG. Go to the next step. (Step 403) Search rightward the step of the table in FIG. 3 corresponding to the running environment / running state identified in the previous step,
The time constants T ₁ and T _{2 of} the throttle opening compensator and the time constants T ₃ and T ₄ of the brake fluid pressure compensator corresponding to the current traveling environment and traveling state are searched. Then proceed to the next step. (Step 404) The time constant T ₁ obtained as a result of the search,
T ₂ and time constants T ₃ and T ₄ are set in the throttle opening compensator and the brake fluid pressure compensator, respectively, and the lead / lag correction is calculated based on the equations (1) and (2). The corrected brake fluid pressure command value and the corrected throttle opening command value are obtained. Then return.

FIG. 5 shows a flowchart of the processing for learning the acceleration / deceleration characteristics according to the driving environment / driving state and driver's operation in the present invention. This process is performed by the learning device in FIG.
The processing contents of 212 are shown, which are executed by a program stored in the ROM in the ECU 106. In the ECU, a series of processes from the start to the return of FIG. 5 are performed in a constant cycle, for example, 100 ms. In the initial state, the time constants T _i (i = 1 to 4) in the database 214 are all set to 1 second. (Step 501) If the ACC is being activated, proceed to the next step, otherwise return. (Step 502) The radar 111 measures the inter-vehicle distance, the vehicle speed sensor 119 measures the own vehicle speed, and the measured value is stored. Here, it is assumed that the memory can store the inter-vehicle distance and the vehicle speed at each time point from the present time point to the past for a certain period. For example, from the present time to 20 seconds ago, the total memory is 5 every 100m.
There is one. In this step, the value at each time point is shifted to the past memory by one time point and stored again. The current value is stored in the latest memory and the process proceeds to the next step. (Step 503) If the accelerator depression amount sensor 116 indicates that the accelerator depression amount is equal to or more than a predetermined amount, it is determined that the accelerator operation is performed, and the process proceeds to the next step. Otherwise, the accelerator operation is not performed and the process jumps to step 507. (Step 504) From the current driving environment and driving condition,
In the table of FIG. 3, the number of stages of the current combination of the traveling environment and the traveling state is searched. The inter-vehicle distance and the vehicle speed that are stored in step 502 are used. The own vehicle acceleration / deceleration is obtained from the own vehicle speed stored in step 502 from the present time to a time point past a certain time. In addition, from the navigation device 111 to the driving path, road straightness,
Road gradient, time zone from clock 112, weather from on / off of wiper SW115, number of surrounding vehicles from radar 107, preceding (interrupting) vehicle speed, vehicle-mounted amount from vehicle height sensor 114,
The steering wheel rotation amount sensor 118 detects whether or not the steering wheel is operated. Through the above processing, the traveling environment of the table in FIG.
Since the running state is known, it is possible to identify the current running environment / running state from the top of the table in FIG. Go to the next step. (Step 505) If the current traveling state is not one of the above-mentioned predetermined traveling states (FIGS. 8 to 21), the process returns, but if any of the predetermined traveling states, which one is stored. , Go to the next step. (Step 506) The step of the table in FIG. 3 corresponding to the traveling environment / driving state specified in step 504 is searched to the right, and the time constant T ₂ of the throttle opening compensator corresponding to the traveling environment / driving state at the present time. , And the time constant T ₄ of the brake fluid pressure corrector. The values of these time constants T ₂ and T ₄ are changed and the table values are updated so as to satisfy the driving feeling of the driver in accordance with the specified predetermined traveling state. How to change the values of the time constants T ₂ and T ₄ depends on the formula (A
The method is carried out by any one of 1) to (A6). Then return. (Step 507) If the brake depression amount sensor 117 indicates that the brake depression amount is equal to or more than the predetermined amount, it is determined that the brake operation is performed, and the process proceeds to the next step. Otherwise, the operation is returned without brake operation. (Step 508) Similar to step 504,
Specify the running condition and proceed to the next step. (Step 509) If the current traveling state is not one of the above-mentioned predetermined traveling states (FIGS. 8 to 21), the process returns, but if any of the predetermined traveling states, which one is stored. , Go to the next step. (Step 510) Similar to step 506, the table of FIG. 3 is searched for the time constant T ₂ of the throttle opening compensator and the time constant T ₄ of the brake fluid pressure compensator corresponding to the current traveling environment and traveling state. Then, the values of these time constants T ₂ and T ₄ are changed and the table values are updated so as to satisfy the driving feeling of the driver in accordance with the specified predetermined traveling state. How to change the values of the time constants T ₂ and T ₄ depends on the specified predetermined traveling state (B1).
To (B8). Then return.

FIG. 7 shows a flowchart of the processing performed when the touch panel 213 of FIG. 2 is operated in the present invention. With this touch panel, when the acceleration / deceleration characteristics are strengthened or weakened in a certain running environment / running state, the time constants T ₂ and T _{4 in} the table of FIG. 3 corresponding to the running environment / running state are shown.
Is changed. This process is executed by a program stored in the ROM in the ECU 106. E
In the CU, a series of processes from the start to the return of FIG. 7 is performed at a constant cycle, for example, 10 ms. Next, FIG.
The process of the flowchart of FIG. (Step 701) It is detected which column is pressed on the touch panel of FIG. (Step 702) If the detected column is a column for designating whether the acceleration characteristic is to be strengthened or weakened, the circle marked at the current stage is displayed in the column for designing the acceleration characteristic in the stage in which the column is located. Delete it and display a circle in the designated field instead. If the detected column is a column that specifies whether the deceleration characteristic should be strengthened or weakened, in the stage with that column,
Delete the ○ mark currently displayed in the column for specifying the deceleration characteristic, and display the ○ mark in the specified column instead. Then, the combination of the traveling environment and the traveling state for the pressed column in the table of FIG. 6 is stored. Then proceed to the next step. If the detected column is a column for keeping the acceleration characteristic or the deceleration characteristic as default, the process returns. (Step 703) The time constants T ₂ and T ₄ in the table of FIG. 3 corresponding to the stored combinations of the traveling environment and the traveling state are searched. (Step 704) When the column for increasing the acceleration characteristic is pressed on the touch panel, the value of the searched time constant T ₂ is increased to update the table value, and when the column for weakening the acceleration characteristic is pressed, the search is performed. The table value is updated by reducing the value of T _{2 obtained} . When the column for increasing the deceleration characteristic is pressed on the touch panel, the value of the retrieved time constant T ₄ is increased to update the table value, and when the column for decelerating characteristic is depressed, the search is performed. The value of the time constant T ₄ is reduced and the table value is updated.

[0061]

According to the present invention, when the positional relationship between the preceding vehicle and the host vehicle changes transiently while automatically following the preceding vehicle,
Since the acceleration / deceleration characteristics of the vehicle are changed and stored based on the driving environment / driving state at that time and the driver's operation executed at that time, after that, the same transient transition of the positional relationship between the preceding vehicle and the own vehicle is performed. When a change occurs, the stored acceleration / deceleration characteristic can be realized and the driving feeling of the driver can be improved.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram of a control system.

FIG. 2 is an overall block diagram of an ACC control system.

FIG. 3 is a diagram showing a table for storing a traveling environment and a traveling state, and a throttle opening and a time constant of a brake fluid pressure corrector.

FIG. 4 is a flowchart of processing executed by the ECU when acceleration / deceleration is generated according to a traveling environment / traveling state.

FIG. 5 is a flowchart of processing executed by the ECU when learning acceleration / deceleration characteristics according to a traveling environment / traveling state and driver operation.

FIG. 6 is a diagram showing an example of a touch panel for a driver to adjust acceleration / deceleration characteristics according to a traveling environment and a traveling state.

FIG. 7 is a flowchart of a process executed by the ECU when the touch panel is operated.

FIG. 8 is a diagram showing a traveling situation in which the driver of the vehicle accelerates and the driver of the vehicle operates the accelerator while the vehicle is ACC following the vehicle ahead.

FIG. 9 is a diagram showing a traveling situation in which the preceding vehicle decelerates while the own vehicle is following the ACC following the preceding vehicle, and the own vehicle driver operates the brakes.

FIG. 10 is a diagram showing a traveling situation in which the vehicle interrupts within a target inter-vehicle distance while the host vehicle is following the ACC following the preceding vehicle, and the host vehicle driver operates the accelerator.

FIG. 11 is a diagram showing a traveling situation in which the vehicle interrupts within the target inter-vehicle distance and the driver of the vehicle operates the brakes while the vehicle is following the ACC following the preceding vehicle.

FIG. 12 is a diagram showing a traveling situation in which the driver of the vehicle greatly decelerates by increasing the target inter-vehicle distance while the driver of the vehicle follows the ACC following the preceding vehicle, and the driver of the vehicle operates the accelerator.

FIG. 13 is a diagram showing a traveling situation in which the driver of the vehicle accelerates greatly by shortening the target inter-vehicle distance by the driver of the vehicle while the vehicle follows the ACC following the preceding vehicle, and the driver operates the brake.

FIG. 14 is a diagram showing a traveling situation in which the own vehicle driver decelerates by increasing the target inter-vehicle distance while the own vehicle is following the ACC following the preceding vehicle, but the deceleration is small and the own vehicle driver operates the brakes. .

FIG. 15 is a diagram showing a traveling situation in which the own vehicle driver accelerates by shortening the target inter-vehicle distance while the own vehicle is following the ACC following the preceding vehicle, but the acceleration is small and the own vehicle driver operates the accelerator. .

FIG. 16: When the own vehicle, which has the same speed as the preceding vehicle in the adjacent lane, changes its lane at an inter-vehicle distance shorter than the target inter-vehicle distance and starts ACC following traveling to the preceding vehicle, the own vehicle decelerates and The figure which shows the driving condition which operates an accelerator.

[Fig. 17] Fig. 17 shows that the own vehicle accelerates when the own vehicle at the same speed as the preceding vehicle in the adjacent lane changes its lane at an inter-vehicle distance that is longer than the target inter-vehicle distance and starts ACC following traveling to the preceding vehicle. The figure which shows the driving | running condition which brake-operates.

FIG. 18: When the own vehicle, which is faster than the preceding vehicle in the adjacent lane, changes its lane at an inter-vehicle distance longer than the target inter-vehicle distance and starts ACC following traveling to the preceding vehicle, the own vehicle accelerates and the own vehicle driver brakes The figure which shows the driving condition to operate.

FIG. 19: When the own vehicle, which is faster than the preceding vehicle in the adjacent lane, changes its lane at a vehicle distance longer than the target vehicle distance and starts ACC following traveling to the preceding vehicle, the vehicle decelerates and the driver of the vehicle brakes. The figure which shows the driving condition to operate.

FIG. 20: When the own vehicle slower than the preceding vehicle in the adjacent lane changes its lane at an inter-vehicle distance shorter than the target inter-vehicle distance and starts ACC following traveling to the preceding vehicle, the own vehicle decelerates and the own vehicle driver accelerates the vehicle. The figure which shows the driving condition to operate.

FIG. 21: When the own vehicle, which is slower than the preceding vehicle in the adjacent lane, changes its lane at an inter-vehicle distance shorter than the target inter-vehicle distance and starts ACC following traveling to the preceding vehicle, the own vehicle accelerates and the own vehicle driver brakes The figure which shows the driving condition to operate.

[Explanation of symbols]

101 ... ACC vehicle, 102 ... Engine, 103 ... Throttle device, 104 ... Brake device, 105 ... Automatic transmission, 106 ... ECU (Electric Control Unit), 10
7 ... Radar, 108 ... Front / rear G sensor, 109 ... ACC
SW (switch), 110 ... Touch panel, 111 ... Navigation device, 112 ... Clock, 113 ... Temperature sensor, 114 ... Vehicle height sensor, 115 ... Wiper SW (switch), 116 ... Accelerator depression amount sensor, 117 ... Brake depression amount sensor , 118 ... Handle rotation amount sensor, 1
19 ... Vehicle speed sensor, 201 ... Inter-vehicle distance measurement, 202 ... Inter-vehicle distance command calculation, 203 ... Inter-vehicle distance control, 204 ... Vehicle speed control, 205 ... Drive axis torque control, 206 ... Override control, 207 ... Brake fluid pressure correction, 208 ... Throttle opening correction, 209 ... Brake hydraulic servo system, 210 ...
Throttle opening servo system, 211 ... Vehicle, 212 ... Learner, 213 ... Touch panel, 214 ... Database, 3
01 ... Running environment / running state, 302 ... Combination of items of running environment / running state, 303 ... Throttle opening / time constant of brake fluid pressure compensator, 401 ... Calculation of brake fluid pressure / throttle opening, 402 ... Specification of running environment / running state, 403 ... Search of throttle opening / time constant of brake fluid pressure corrector in database, 404 ... Correction of brake fluid pressure / throttle opening, 501 ... ACC start / stop determination, 502 ... Measurement and storage of inter-vehicle distance and speed, 503 ... Judgment of presence / absence of accelerator operation, 504 ... Identification of traveling environment / running state, 505 ... Judgment of predetermined traveling state,
506 ... Throttle opening /
Change the time constant of the brake fluid pressure corrector, 507 ... Judgment of presence or absence of brake operation, 508 ... Identification of traveling environment / state, 5
09 ... Judgment as to whether or not the vehicle is in a predetermined traveling state, 510 ...
The time constant of the throttle opening / brake hydraulic pressure compensator is changed according to the running state, 601 ... the column of items that define the running state, 602 ... the start / stop of correction of acceleration / deceleration characteristics, 603 ... the column of correction of acceleration characteristics , 604 ... Column for correction of deceleration characteristics, 60
5 ... Send button to next page, 606 ... Send button to previous page, 701 ... Detect that touch panel is pressed, 702 ... Determine whether or not the field for correcting acceleration / deceleration characteristics is pressed on touch panel, 703 ... Retrieval of throttle opening / brake hydraulic pressure compensator time constant in database according to traveling environment / driving state, 704 ... Update throttle opening / brake hydraulic pressure compensator time constant in database.

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) B60R 21/00 627 B60R 21/00 627 F02D 29/02 F02D 29/02 L 301 301D (72) Inventor Tani Shigeyuki 1099 Ozenji, Aso-ku, Kawasaki-shi, Kanagawa Inside the Hitachi, Ltd. System Development Laboratory, Inc. (72) Inventor Nobuyuki Ueki 2520, Takaba, Hitachinaka City, Ibaraki Prefecture F-Term (Reference) 3D041 AA41 AA66 AA71 AB01 AC01 AC26 AD01 AD47 AD51 AE03 AE41 AE45 AF01 AF07 3D044 AA01 AA11 AA21 AA24 AA25 AA41 AA45 AB01 AC02 AC24 AC26 AC56 AC59 AD01 AD21 AE04 FA07 BA04 BA01 BA04 BA04 BA05 BA24 BA04 BA09 BA15 BA04 BA09 BA15 BA04 BA09 BA15 BA04 BA09 BA15 BA24

Claims (12)

[Claims] 1. A method of causing a vehicle to follow a preceding vehicle by keeping a certain distance to a preceding vehicle by automatic control, and measuring a traveling state such as an inter-vehicle distance and a vehicle speed and a traveling environment such as a road condition and a time zone. , A step of storing a correspondence relationship between the traveling state, the traveling environment and the acceleration / deceleration characteristic of the vehicle in a database, and searching the database according to the measured traveling state and the traveling environment to obtain the acceleration / deceleration characteristic of the vehicle,
The step of controlling the throttle opening and the brake fluid pressure to realize it, and the step of determining whether the running state from the past to the present time is a predetermined state when the driver operates the accelerator or brakes. When,
A vehicle having a step of updating the acceleration / deceleration characteristics of the vehicle stored in advance in the database in accordance with the current traveling state and traveling environment when the traveling state is a predetermined state. Driving control method. 2. A method of causing a vehicle to travel following a preceding vehicle while maintaining a constant inter-vehicle distance by automatic control, a step of measuring a traveling state such as an inter-vehicle distance and a vehicle speed, and a traveling environment such as a road condition and a time zone. , A step of storing the running state and the running environment over a certain period from the past to the present time, a step of setting and accelerating the vehicle according to the measured running state and the running environment, and operation by the driver When the acceleration / deceleration of the vehicle changes in, if the running state from the past to the present time is in a predetermined state, the acceleration / deceleration of the vehicle stored in advance corresponding to the current running state and running environment is corrected. A vehicle travel control method comprising the steps of: 3. The vehicle running control method according to claim 2, wherein when the deceleration of the own vehicle changes due to a vehicle that has interrupted in front of the own vehicle, the running state from the past to the present time is in a predetermined state. A vehicle traveling control method comprising the step of correcting and accelerating the acceleration / deceleration of the vehicle, which is stored in advance in accordance with the current traveling state and traveling environment. 4. The vehicle traveling control method according to claim 1 or 2, wherein a process of displaying a correspondence relationship between a traveling state and a traveling environment and an acceleration / deceleration characteristic to be realized by the vehicle and the acceleration / deceleration characteristic are displayed. A vehicle travel control method comprising steps that can be manually corrected. 5. The vehicle according to any one of claims 1 to 3, wherein the predetermined traveling state is that when the vehicle is following the preceding vehicle by automatic control, the vehicle accelerates due to acceleration of the preceding vehicle, or A vehicle travel control method comprising a state in which a vehicle decelerates due to deceleration of a preceding vehicle. 6. The vehicle according to any one of claims 1 to 3, wherein the predetermined traveling state is such that the vehicle is interrupted between the preceding vehicle and the own vehicle while the vehicle is following the preceding vehicle by automatic control. A vehicle travel control method including a state in which a vehicle decelerates. 7. The vehicle according to any one of claims 1 to 3, wherein the predetermined traveling state is that the own vehicle sets a target inter-vehicle distance longer than the present time when the vehicle is traveling following the preceding vehicle by automatic control. A vehicle travel control method comprising a state in which the vehicle is decelerated by or the vehicle is accelerated by setting a target inter-vehicle distance shorter than the present time. 8. The vehicle according to any one of claims 1 to 3, wherein the predetermined traveling state is that the own vehicle has changed lanes and is behind a preceding vehicle while traveling at a constant speed by automatic control. A vehicle traveling control method, which includes a state in which following traveling is started by automatic control, and the vehicle decelerates or accelerates. 9. A vehicle running control device for automatically following a vehicle while keeping a constant vehicle distance to a preceding vehicle to measure a running state such as an inter-vehicle distance and a vehicle speed, and a running environment such as a road state and a time zone. A processing unit that stores the correspondence relationship between the running state and the running environment and the acceleration / deceleration characteristics of the vehicle in a database, and the database is searched according to the measured running state and the running environment, and the acceleration / deceleration of the vehicle is searched. If the driver performs accelerator operation or brake operation to determine the characteristics and realizes the throttle opening and brake fluid pressure, and whether the running state from the past to the present time is in a predetermined state. A processing unit that determines whether or not the vehicle is stored in the database in advance in accordance with the current traveling state and traveling environment when the traveling state is a predetermined state. A vehicle travel control device comprising a step of updating both acceleration / deceleration characteristics. 10. A vehicle traveling control device for automatically following a vehicle while keeping a constant vehicle distance to a preceding vehicle to measure a traveling state such as an inter-vehicle distance or a vehicle speed and a traveling environment such as a road state or a time zone. And a processing unit that stores the running state and the running environment over a certain period from the past to the present time, and a process that is realized by setting the acceleration / deceleration of the vehicle corresponding to the measured running state and the running environment. Section, when the acceleration / deceleration of the vehicle is changed by the operation by the driver, if the traveling state from the past to the present time is a predetermined state, it is stored in advance corresponding to the current traveling state and the traveling environment, A vehicle running control device comprising a processing unit that corrects and implements acceleration / deceleration of a vehicle. 11. A vehicle capable of automatic control, a processing unit for measuring a traveling state such as an inter-vehicle distance and a vehicle speed, and a traveling environment such as a road state and a time zone, and a traveling state, a traveling environment and acceleration / deceleration characteristics of the vehicle. A processing unit that stores the correspondence relationship with the database in the database, and searches the database according to the measured traveling state and traveling environment to obtain the acceleration / deceleration characteristics of the vehicle,
To achieve this, a processing unit that controls the throttle opening and brake fluid pressure, and when the driver performs an accelerator operation or a brake operation, determines whether the running state from the past to the present time is a predetermined state. If the processing unit and the traveling state are in a predetermined state, the traveling state at the present time,
A vehicle provided with a control device having a processing unit for updating the acceleration / deceleration characteristic of the vehicle, which is stored in advance in the database in correspondence with the traveling environment. 12. In a vehicle capable of automatic control, a processing unit that measures a traveling state such as an inter-vehicle distance and a vehicle speed, and a traveling environment such as a road state and a time zone, and a traveling unit over a certain period from the past to the present time. When the acceleration / deceleration of the vehicle is changed by the driver's operation, the processing unit that stores the state and the traveling environment, the processing unit that realizes by setting the acceleration / deceleration of the vehicle corresponding to the measured traveling state and the traveling environment, When the traveling state from the past to the present time is a predetermined state, a control device having a processing unit that corrects and accelerates the acceleration / deceleration of the vehicle, which is stored in advance corresponding to the traveling state and the traveling environment at the present time. Vehicle equipped with.