JP2005112011A - Vehicle travel control device, vehicle travel control method, and vehicle travel control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle travel control device, a vehicle travel control method, and a vehicle travel control system, in which vehicle deceleration is insufficient for avoiding a deceleration shock in realizing vehicle stop at a stop position. It aims at improving the running safety of vehicles by preventing.
A vehicle position is detected based on GPS data and INS data, and a temporary stop position of a vehicle that is closest to the vehicle position in the vehicle traveling direction is extracted from a map database. If the vehicle driver performs a brake operation after the distance between the vehicle position and the temporary stop position falls below a predetermined distance, the vehicle is temporarily moved regardless of the deceleration based on the brake operation. The deceleration required for stopping at the stop position is calculated, and the brake actuator 28 and the transmission solenoid 30 are driven so that the deceleration is generated.
[Selection] Figure 1

Description

  The present invention relates to a vehicle travel control device, a vehicle travel control method, and a vehicle travel control system, and in particular, a vehicle travel control device and vehicle travel control suitable for reliably stopping a vehicle at a stop position where the vehicle should be stopped. The present invention relates to a method and a vehicle travel control system.

  Conventionally, a current position of a vehicle is detected using a navigation device, and a temporary stop point at which the vehicle stored in the road map information is to be paused is read, and the vehicle advances from the current position of the vehicle to the current position. A system that calculates the distance to the nearest stop position in the direction is known (see, for example, Patent Document 1). In this system, based on the calculated distance between the current position and the pause position, the vehicle driver is notified of the presence of the pause position, or the vehicle is prompted to decelerate for the pause at the pause position. In addition to issuing a deceleration warning, vehicle control is executed to decelerate the vehicle when the deceleration warning is issued.

In addition, a system is known that uses a navigation device and a map database to detect a deceleration position where the vehicle needs to decelerate and a stop position where the vehicle needs a temporary stop (see, for example, Patent Document 2). In this system, shift control is executed based on the deceleration position, the temporary stop position, and the vehicle position.
JP 2000-046574 A JP 2000-213637 A

  However, since the system described in Patent Document 1 provides a warning of a temporary stop position to the vehicle driver and a warning for deceleration, the driver is particularly required to temporarily stop the vehicle due to a lookout. This function works effectively when the driver does not notice the stop position, but is not so effective when the driver is driving while grasping the presence of the temporary stop position.

  Further, in the system described in Patent Document 2, when the driver starts a deceleration operation, the control is terminated. For this reason, the driver has the intention to decelerate the vehicle and does not want to feel a shock due to deceleration until reaching the temporary stop position while performing the deceleration operation, so the complete stop at the temporary stop position is not performed. When the vehicle is allowed to pass or when the vehicle is completely stopped beyond the temporary stop position, the vehicle is not stopped at the temporary stop position due to the suspension of control by the deceleration operation, and the deceleration operation is performed. In spite of this, the safe driving of the vehicle is impaired.

  The present invention has been made in view of the above-described points, and in realizing vehicle stop at the stop position, vehicle deceleration is prevented from being insufficient for avoiding a deceleration shock. An object of the present invention is to provide a vehicle travel control device, a vehicle travel control method, and a vehicle travel control system with improved performance.

The above object is, as described in claim 1, distance information acquisition means for acquiring distance information from the vehicle's own vehicle position to the stop position where the vehicle should stop,
Deceleration control means for executing deceleration control for realizing vehicle stop at the stop position based on the distance information acquired by the distance information acquisition means when a deceleration operation is performed by a vehicle driver;
This is achieved by a vehicle travel control device comprising:

The object of the present invention is to detect the distance from the vehicle position to the stop position where the vehicle should stop, as described in claim 11;
A deceleration control step for executing deceleration control for realizing vehicle stop at the stop position based on the distance detected in the distance detection step when a vehicle driver performs a vehicle deceleration operation;
This is achieved by a vehicle travel control method comprising:

Further, the object is to provide information on the distance from the vehicle position to the stop position where the vehicle should be stopped toward the vehicle, as described in claim 14;
The distance information provided from the infrastructure is acquired, and when a deceleration operation is performed by a vehicle driver, deceleration control for realizing vehicle stop at the stop position is executed based on the acquired distance information. An in-vehicle device;
This is achieved by a vehicle travel control system comprising:

  15. The invention according to claim 1, 11 and 14, wherein when the vehicle driver performs a deceleration operation, the vehicle is stopped at the stop position based on a distance from the vehicle position to the stop position at which the vehicle should stop. Control is executed. According to this configuration, even when the deceleration operation is performed by the vehicle driver and the deceleration operation is not sufficient for avoiding the deceleration shock, the vehicle is stopped at the stop position by executing the deceleration control. In this case, an insufficient deceleration state is prevented, and the vehicle is surely stopped at the stop position.

  According to a second aspect of the present invention, in the vehicle travel control device according to the first aspect, the deceleration control by the deceleration control means is performed so that a continuous speed change occurs until the vehicle reaches the stop position. If so, the vehicle is decelerated smoothly and smoothly in the process of reaching the stop position.

  In this case, as described in claim 3, in the vehicle travel control device according to claim 2, the deceleration control by the deceleration control means is performed so that the speed curve to the stop position has a unique inflection point. It can be done.

  According to a fourth aspect of the present invention, in the vehicle travel control device according to the first aspect, the own vehicle position detecting means for detecting the own vehicle position of the vehicle, and the stop position extracting means for extracting the stop position from a map database. If the distance information acquisition means acquires the distance information based on the detection result of the own vehicle position detection means and the extraction result of the stop position extraction means, the distance information acquisition means is stored in a map database. Occurrence of a state where deceleration is insufficient in realizing the vehicle stop at the vehicle stop position is prevented.

  In this case, as described in claim 5, in the vehicle travel control device according to claim 4, the stop position extracting means is expected to advance from the own vehicle position detected by the own vehicle position detecting means. What is necessary is just to extract the nearest temporary stop position on the driving | running | working route as the said stop position.

  Further, as described in claim 6, in the vehicle travel control device according to claim 1, the distance information acquisition means acquires distance information from the own vehicle to an obstacle existing in front of the own vehicle. If this is done, it is possible to prevent the occurrence of a state where the deceleration is insufficient for realizing the vehicle stop immediately before the obstacle in front of the host vehicle.

  In addition, as described in claim 7, in the vehicle travel control device according to claim 1, the deceleration control by the deceleration control means may be realized by actuation of a vehicle brake or shift down of a transmission. .

  By the way, as described in claim 8, in the vehicle travel control apparatus according to claim 1, after the vehicle has stopped at the stop position by execution of the deceleration control by the deceleration control means, a start request of the vehicle is made. Sometimes, a vehicle travel control device including slow travel control means for starting slow travel control for slowing the vehicle prevents sudden start of the vehicle after stopping the vehicle at the stop position, avoids acceleration shock, or travel safety of the vehicle Is effective in maintaining high.

  According to a twelfth aspect of the present invention, in the vehicle travel control method according to the eleventh aspect, when a vehicle is requested to start after the vehicle has stopped at the stop position by executing the deceleration control in the deceleration control step. The vehicle travel control method including a slow travel control step for starting slow travel control for slowing the vehicle prevents a sudden start of the vehicle after the vehicle stops at the stop position, avoids an acceleration shock, or increases the travel safety of the vehicle. It is effective in maintaining.

  Further, as described in claim 15, in the vehicle travel control system according to claim 14, the in-vehicle device is requested to start the vehicle after the vehicle stops at the stop position by executing the deceleration control. Sometimes, the slow start control system that slows the vehicle is effective in preventing sudden start of the vehicle after stopping the vehicle at the stop position, avoiding acceleration shock, or maintaining high driving safety of the vehicle. is there.

  In the inventions according to claims 8, 12 and 15, when the vehicle is requested to start after the vehicle is stopped at the stop position by executing the deceleration control, the slow control for slowing the vehicle is started. According to such a configuration, the vehicle is not suddenly started from the vehicle stop state at the stop position.

  In addition, as described in claim 9, in the vehicle travel control device according to claim 8, the slowing control by the slowing control means may be realized by the operation of the vehicle accelerator and the operation of the vehicle brake.

  According to a tenth aspect of the present invention, in the vehicle travel control device according to the eighth aspect, when the vehicle driver performs a predetermined operation, when the vehicle driver confirms the safety of the vehicle, or the stop position. When the vehicle travels from the vehicle reaches a predetermined distance, a vehicle travel control device comprising a slow travel control canceling unit that terminates the slow travel control and cancels the slow travel control after appropriately securing a slow travel period after starting. It is effective in.

  According to a thirteenth aspect of the present invention, in the vehicle travel control method according to the twelfth aspect, when a predetermined operation by the vehicle driver is performed, when the vehicle driver confirms the safety of the vehicle, or from the stop position. The vehicle travel control method including a slow-down control release step for releasing the slow-down control when the travel distance reaches a predetermined distance is effective for making the vehicle travel normally after appropriately securing the slow-down travel period after starting. It is.

  Furthermore, as described in claim 16, in the vehicle travel control system according to claim 15, when the vehicle driver performs a predetermined operation by the vehicle driver, the vehicle driver completes the vehicle safety confirmation. Alternatively, the system for canceling the end of the slow-down control when the travel distance from the stop position reaches a predetermined distance is effective for making the vehicle normally travel after appropriately securing the slow-travel period after starting. .

  In the inventions according to claims 10, 13, and 16, when the predetermined condition described above is satisfied, the slowing control for slowing the vehicle is canceled. According to such a configuration, after the slow running after the start continues for a certain period, the vehicle can shift from the slow running state to the normal running state by the end of the slow running control.

  According to the first, fourth, seventh, eleventh and fourteenth aspects of the present invention, the vehicle is prevented by preventing the deceleration from becoming insufficient for avoiding the deceleration shock in realizing the vehicle stop at the stop position. It can be reliably stopped at the stop position. For this reason, according to this invention, the driving | running | working safety | security of a vehicle can be improved.

  According to the second and third aspects of the invention, the vehicle can be decelerated sufficiently and smoothly in order to realize the vehicle stop at the stop position.

  According to the eighth, ninth, twelfth, and fifteenth aspects of the present invention, it is possible to avoid a sudden start of the vehicle after the vehicle stops at the stop position, thereby avoiding the acceleration shock of the vehicle occupant or improving the traveling safety of the vehicle. Can be kept high.

  In addition, according to the inventions described in claims 10, 13, and 16, the vehicle can be normally driven after the slow running period after the start is appropriately secured.

  FIG. 1 is a configuration diagram of a system according to an embodiment of the present invention. The system of this embodiment includes a vehicle travel control device 10 that is mounted on a vehicle and controls the travel of the vehicle. The vehicle travel control device 10 includes an electronic control unit (hereinafter simply referred to as an ECU) 12 configured by a microcomputer or the like, and is controlled by the ECU 12.

  Connected to the ECU 12 is a map database 14 composed of DVD, CD, hard disk or the like. The map database 14 stores map information of the position (latitude, longitude, etc.) of each point on the road on which the vehicle travels, and predetermined intersections and railroad crossings that should be paused when the vehicle travels. The information of the position is also stored. The stored position to be paused is a position of a pause line drawn on the road, and is different for each traveling direction of the vehicle on the same road. Information stored in the map database 14 is read according to a command from the ECU 12. The map database 14 need not be mounted on the vehicle, but may be mounted on a center capable of wireless communication with the vehicle and provide the vehicle with map information stored at a predetermined timing.

  The ECU 12 also includes a GPS receiver 16 that receives a signal (GPS data) from a GPS (Global Positioning System) satellite, and a signal (INS (Inertial Navigation Sensor) corresponding to the traveling direction of the yaw, roll, pitch, etc. of the vehicle. ) Data) is output. The ECU 12 measures the current position (specifically, latitude, longitude, altitude) of the host vehicle based on the GPS data received by the GPS receiver 16, and based on the INS data output from the gyro sensor 18. The traveling direction is detected, and the detected current position data and the traveling direction data are merged to detect an accurate current position of the host vehicle. The detected current position of the vehicle is displayed in accordance with a specified scale of the surrounding road map read from the map database 14 when necessary in the navigation mode of the display monitor provided in the passenger compartment. When displayed on the monitor, it is displayed superimposed on the road map on the image.

  Also connected to the ECU 12 is a millimeter wave radar 20 disposed in a bumper or the like at the front of the vehicle body. The millimeter wave radar 20 has a function of irradiating a radio wave having a millimeter wave as a carrier wave toward a predetermined range in front of the vehicle and receiving a reflected wave reflected by a front obstacle. The millimeter wave radar 20 generates a signal corresponding to the presence / absence of a front obstacle within a predetermined range from the host vehicle, a distance from the front obstacle, and a relative speed from the received reflected wave, and outputs the signal to the ECU 12. Based on the output signal of the millimeter wave radar 20, the ECU 12 determines whether or not there is a front obstacle in a predetermined range ahead of the host vehicle, and if an affirmative determination is made, the distance to the obstacle and Detect relative speed.

  A vehicle speed sensor 22 and a brake switch 24 are also connected to the ECU 12. The vehicle speed sensor 22 outputs a signal corresponding to the vehicle speed SPD. The brake switch 24 is disposed in the vicinity of the brake pedal operated by the vehicle driver. The brake switch 24 is normally kept off and is turned on when the brake pedal is operated by the vehicle driver. The ECU 12 detects the vehicle speed SPD based on the output signal of the vehicle speed sensor 22 and determines the presence or absence of a brake operation based on the state of the brake switch 24.

  A throttle actuator 26, a brake actuator 28, and a transmission solenoid 30 are connected to the ECU 12. The ECU 12 drives each of the actuators 26 to 30 to control the traveling of the vehicle based on the result calculated by a method described later. The throttle actuator 26 opens a throttle valve for supplying air to the engine, which is vehicle power, in accordance with a command signal supplied from the ECU 12 to accelerate the vehicle. The brake actuator 28 brakes the wheel according to the command signal supplied from the ECU 12 and decelerates the vehicle. Further, the transmission solenoid 30 switches the gear ratio transmitted from the input to the output of the automatic transmission according to the command signal supplied from the ECU 12.

  The ECU 12 is further connected to a speaker 32 and a display 34 provided in the vehicle interior. The ECU 12 drives the speaker 32 and the display 34 based on a result calculated by a method described later. The speaker 32 performs audio output that audibly alerts the vehicle driver in accordance with a command signal supplied from the ECU 12. The display 34 displays a road map around the current position of the host vehicle and a road map around the vehicle designated by the vehicle occupant in accordance with a command signal supplied from the ECU 12, and is visually displayed to the vehicle driver as necessary. Display to call attention to.

  FIG. 2 is a diagram showing changes in the speed of the vehicle near the temporary stop position. By the way, when a temporary stop line is provided immediately before an intersection or railroad crossing on the road, the vehicle needs to stop at the temporary stop line when passing the road. However, since the deceleration required to stop the vehicle on the temporary stop line is larger than the deceleration when the vehicle is not stopped, even if the vehicle driver intends to decelerate the vehicle, In order to reduce the shock due to deceleration until reaching the stop line, the vehicle is passed without performing a complete stop at the temporary stop line as shown by a solid line in FIG. 2A, or as a solid line in FIG. As shown, there may be a complete stop over the pause line. In this case, since the vehicle does not stop at the temporary stop line, the vehicle cannot be safely driven even though the vehicle is decelerated by the driver, resulting in a decrease in driving safety. End up.

  Therefore, in the system of the present embodiment, when a deceleration operation is performed by the driver's intention before the temporary stop position on the road, the deceleration operation is not sufficient for avoiding the deceleration shock. In addition, the first feature is that the vehicle is surely stopped at the temporary stop position by automatically driving the brake actuator 28 and the transmission solenoid 30. Hereinafter, this characteristic operation will be described.

  In the system of the present embodiment, as described above, in addition to the position information at each point on the road, the map database 14 stores the position information of the temporary stop line that the vehicle should stop when passing by a predetermined intersection or railroad crossing. In addition, the current position and the traveling direction of the host vehicle are detected based on the GPS data and the INS data. In the vehicle travel control apparatus 10 according to the present embodiment, the most traveled position on the road in the traveling direction detected from the current position of the detected own vehicle among the temporarily stopped positions on the road stored from the map database 14 while the vehicle is traveling. A near pause position is extracted and read out. When such extraction is performed, the distance from the vehicle position to the read pause position is calculated thereafter. Note that the position of the vehicle used for calculating the distance is detected based on GPS data and INS data or based on the speed SPD by the vehicle speed sensor 22.

  If the vehicle driver performs a deceleration operation such as a brake operation or a shift-down operation after the distance to the temporary stop position calculated as described above becomes less than a predetermined threshold, the reduction based on the deceleration operation is performed. Regardless of the speed, the deceleration required to stop the vehicle at the temporary stop position is calculated, and the brake actuator 28 and the transmission solenoid 30 are driven so that the deceleration is realized. Hereinafter, this control is referred to as deceleration control. Note that the above-mentioned predetermined threshold value is a value between the time when the distance to the temporary stop position becomes less than that distance and the time when the vehicle driver starts the deceleration operation in accordance with the warning of the temporary stop position or an alarm for prompting the deceleration. Is set to a distance obtained by adding the idle travel distance traveled by the vehicle and the braking distance traveled by the vehicle from when the deceleration operation is started until the vehicle actually stops.

  FIG. 3 is a diagram showing the relationship between the vehicle speed SPD and the distance (threshold value) L0 at which deceleration control should be started before the temporary stop position in this embodiment. Specifically, the predetermined threshold value L0 described above corresponds to the vehicle speed SPD at the start of deceleration control as shown in FIG. 3, and increases two-dimensionally as the speed SPD increases.

  According to such deceleration control, the vehicle driver recognizes a temporary stop line at an intersection or railroad crossing, while the deceleration operation by the driver in the process of reaching the temporary stop position is a temporary stop line to avoid a deceleration shock. Even when the vehicle is not sufficient to stop the vehicle, the brake actuator 28 and the transmission solenoid 30 are appropriately driven regardless of the deceleration operation to prevent the vehicle from decelerating insufficiently. You can pause at the stop line. For this reason, even if the vehicle driver does not want to feel a deceleration shock and performs a deceleration operation that makes the deceleration insufficient, or a deceleration operation that causes the stop position to exceed the temporary stop line, sufficient reduction Since the speed is generated, safe driving of the vehicle is ensured at a point where the vehicle should be temporarily stopped such as an intersection with a poor visibility or a railroad crossing, and the driving safety is increased.

  Next, after the vehicle stops at the temporary stop position by executing the deceleration control described above, if the vehicle suddenly starts according to the start request, an acceleration shock is applied to the vehicle occupant and the traveling safety of the vehicle is reduced. . Therefore, in the system of the present embodiment, when a start request is made after the vehicle has stopped at the temporary stop position by execution of the deceleration control, the throttle actuator 26 is used even when the acceleration associated with the request is excessively large. And the brake actuator 28 is automatically driven to start the vehicle and decelerate at a speed at which the vehicle can be stopped immediately (for example, 10 km / h; hereinafter referred to as a slowing speed). . Hereinafter, this characteristic operation will be described.

  In the system of the present embodiment, when the vehicle is requested to start by releasing the brake operation or executing the accelerator operation after the vehicle is stopped at the temporary stop position by executing the deceleration control described above, the acceleration based on the accelerator operation is reduced. Regardless, the throttle actuator 26 and the brake actuator 28 are driven so that the vehicle starts and slows at a slow speed. Hereinafter, this control is referred to as slow speed control.

  According to the slow-down control, when the vehicle is requested to start after the vehicle is stopped at the temporary stop position, even if the accelerator operation by the driver causes the vehicle to start suddenly, the accelerator operation is not affected. First, the vehicle can be started and slowed down smoothly by appropriately driving the throttle actuator 26 and the brake actuator 28. For this reason, since the vehicle is prevented from suddenly starting from the vehicle stop state at the temporary stop position due to the execution of the deceleration control, the occurrence of the acceleration shock is avoided and the vehicle can safely travel near the temporary stop point. As a result, traveling safety is maintained at a high level.

  In the system of the present embodiment, the slow speed control is terminated and released when a predetermined release condition is satisfied after the slow speed control is started. As this predetermined release condition, a predetermined release switch that can be operated by the vehicle driver is operated, a driver's face or the result of image processing of a captured image of a camera that captures the driver's face When it is detected that the line of sight is shaken to the left and right, the safety check is completed, the vehicle travel distance after starting slow drive control or after passing an intersection or level crossing, a plurality of conditions are satisfied, or For example, the accelerator pedal is further depressed after the condition is satisfied (accelerator override).

  According to such a process, it is avoided as much as possible that the slow running of the vehicle immediately ends after the vehicle starts from the temporary stop position by executing the slow running control. Therefore, since the transition from the slow running state to the normal running state of the vehicle due to the release of the slow running control is realized after the slow running after the start continues for a period that can ensure safety, the slow running period after the start is appropriately set. After securing the vehicle, the vehicle can be normally traveled, and the vehicle can be safely traveled.

  FIG. 4 shows a flowchart of an example of a control routine executed by the ECU 12 in the vehicle travel control apparatus 10 of the present embodiment in order to realize the above function. The routine shown in FIG. 4 is a routine that is repeatedly activated every time the process is completed. When the routine shown in FIG. 4 is started, first, the process of step 100 is executed.

  In step 100, based on the GPS data received by the GPS receiver 16 and the INS data output from the gyro sensor 18, the current position (vehicle position) and the traveling direction of the vehicle are calculated.

  In step 102, among the temporary stop positions at intersections and crossings on the road stored as map information from the map database 14, the nearest temporary position on the road in the vehicle traveling direction from the own vehicle position detected in step 100 above. A process for extracting and reading out the information of the stop position is executed.

  In step 104, the distance from the vehicle position to the temporary stop position extracted in step 102 is calculated, and it is determined whether or not the distance is less than a predetermined threshold L0. The predetermined threshold L0 is set to a distance obtained by adding the idle running distance and the braking distance as described above. As a result, if a negative determination is made, the current routine is terminated without any further processing. On the other hand, if an affirmative determination is made, the process of step 106 is then executed.

  In step 106, it is determined whether or not a deceleration operation such as a brake operation or a downshift operation is performed by the vehicle driver. This determination is made based on the state of the brake switch 24 and the output change state of the shift position sensor provided in the transmission. As a result, when a negative determination is made and it is determined that the deceleration operation is not performed, the process of step 108 is executed next. On the other hand, if an affirmative determination is made and it is determined that a deceleration operation is being performed, the process of step 110 is then performed.

  In step 108, a process of giving a notice indicating that there is a temporary stop point of the vehicle to the vehicle driver by voice guidance from the speaker 32 or display on the display 34 is executed. When the processing of step 108 is executed, the driver is prompted to decelerate the vehicle (deceleration alarm). When the processing of step 108 is completed, the current routine is terminated.

  In step 110, based on the signal generated by the millimeter wave radar 20, it is determined whether or not there is a front obstacle that prevents the vehicle from traveling in a predetermined area in front of the host vehicle, and such a front obstacle exists. In this case, it is determined whether or not the front obstacle is located in front of the temporary stop position extracted in step 102. As a result, if it is determined that a front obstacle exists before the temporary stop position, the process of step 112 is executed next. On the other hand, if it is determined that the front obstacle is not present or is located far from the temporary stop position even if it exists, the process of step 114 is executed next.

  In step 112, the deceleration required to stop the vehicle before the front obstacle determined to be present in step 110 is calculated, the deceleration is realized, and the vehicle stops before the front obstacle. Thus, the drive of the brake actuator 28 and the transmission solenoid 30 is controlled. In this case, in calculating the deceleration, the relative speed with the front obstacle may be taken into consideration. When the processing of step 112 is executed, the host vehicle is subsequently decelerated so that no contact with the front obstacle occurs. When the processing of step 112 is finished, the current routine is finished.

  In step 114, the deceleration required to stop the vehicle at the temporary stop line at the temporary stop position extracted in step 102 is calculated so that the deceleration is realized and the vehicle stops at the temporary stop line. The brake actuator 28 and the transmission solenoid 30 are driven and controlled. At this time, the calculation of the deceleration is performed so that the speed continuously changes from the start of deceleration to the stop of the vehicle. Specifically, the deceleration increases from zero and reaches the maximum deceleration and then toward zero. By decreasing, the speed curve from the speed at the start of deceleration to the speed zero is performed so as to have a unique inflection point as shown by a broken line in FIGS. When the process of step 114 is executed, the host vehicle is subsequently decelerated so as to stop at the temporary stop line. When the vehicle stops at the temporary stop line by the process of step 114, the deceleration control is canceled and then the process of step 116 is executed.

  In step 116, it is determined whether or not a vehicle start request has been made by a brake release operation or an accelerator operation by the vehicle driver. This determination is made based on the state of the brake switch 24 and the accelerator opening state based on the output of the accelerator opening sensor. As a result, if a negative determination is made, the current routine is terminated. On the other hand, if a positive determination is made, the process of step 118 is then executed.

  In step 118, the throttle actuator 26 and the brake actuator 28 are driven and controlled so that the vehicle starts from the temporary stop position and then slows at the slow speed regardless of the acceleration based on the accelerator operation of the vehicle driver. When the processing of step 118 is executed, the host vehicle will travel at a slow speed thereafter.

  In step 120, a predetermined release switch is operated, and it is detected by the camera image processing that the driver's face and line of sight are shaken in the left-right direction, and safety confirmation is completed. It is determined whether or not the condition for canceling the slow-down control is satisfied by the mileage of the subsequent vehicle reaching a predetermined distance, or by satisfying these multiple conditions, or by further realizing the accelerator override after the conditions are satisfied. The If it is determined that none of the release conditions is satisfied, the process of step 118 is repeatedly executed. On the other hand, if it is determined that any of the release conditions is satisfied, the process of step 122 is executed next.

  In step 122, a process of canceling the end of the slow-down control by driving the throttle actuator 26 and the brake actuator 28 is executed. After the process of step 122 is executed, the host vehicle can normally travel according to the driver's accelerator operation. When the process of step 122 is completed, the current routine is terminated.

  According to the routine shown in FIG. 4, when a deceleration operation is performed by the vehicle driver before the temporary stop line at an intersection or railroad crossing through which the vehicle passes, the deceleration operation is performed to avoid the driver's deceleration shock. Even when the vehicle is not sufficient to stop the vehicle at the temporary stop line, the deceleration control is executed to generate a deceleration sufficient to realize the vehicle stop at the temporary stop line, that is, the deceleration is insufficient. The occurrence of the state can be prevented, and the vehicle can be temporarily stopped at the temporary stop line. For this reason, according to the vehicle travel control device 10 of the present embodiment, when the vehicle driver has the intention of decelerating the vehicle while performing a deceleration operation that makes the deceleration insufficient to avoid the deceleration shock, and intentionally Or, even if you perform a deceleration operation that causes the stop position to cross the stop line unexpectedly, the vehicle is reliably stopped at the stop line, so the vehicle at the point where it should be temporarily stopped such as an intersection or railroad crossing Safe driving can be ensured, and driving safety can be improved.

  In this embodiment, the deceleration control is performed so that the speed continuously changes from the start of deceleration to the stop of the vehicle, and the speed curve has only one inflection point. In this case, in the process from the deceleration start position to the temporary stop position, the vehicle is decelerated smoothly and necessary and sufficient to stop at the temporary stop position. Therefore, according to the vehicle travel control device 10 of the present embodiment, the vehicle stop at the temporary stop position can be realized by smooth deceleration.

  Further, according to the routine shown in FIG. 4 described above, in a situation where there is a front obstacle that interferes with the traveling of the vehicle before the temporary stop position such as an intersection or a railroad crossing, a deceleration operation is performed by the vehicle driver. In this case, it is possible to generate a deceleration sufficient to realize the vehicle stop before the front obstacle, thereby stopping the vehicle before the front obstacle which is the stop position where the vehicle should stop. be able to. For this reason, according to the vehicle travel control device 10 of the present embodiment, contact / collision with a front obstacle located in front of a temporary stop position such as an intersection or a railroad crossing is avoided as much as possible, thus ensuring a safe travel of the vehicle. It is possible to improve driving safety.

  Further, according to the routine shown in FIG. 4, when the vehicle is requested to start by releasing the brake operation or executing the accelerator operation after the vehicle stops at the stop line at the intersection or railroad crossing by executing the deceleration control, Even when the accelerator operation by the driver causes a sudden start of the vehicle, the vehicle can be started and slowed down smoothly by executing the slow-down control. For this reason, according to the vehicle travel control device 10 of the present embodiment, since the vehicle can be prevented from suddenly starting from the vehicle stop state at the temporary stop position, the occurrence of acceleration shock in the vehicle occupant can be avoided. In addition, it is possible to prevent a dangerous act by the vehicle at a point where it should be temporarily stopped such as an intersection or a railroad crossing, to ensure safe driving of the vehicle, and to maintain high driving safety.

  In this embodiment, the slow speed control is performed by confirming that the driver's face and eyes are shaken in the left-right direction by processing the camera image when a predetermined release switch is operated by the vehicle driver. Acceleration override is realized when the vehicle completes, when the vehicle travels after the start of slowdown control or after passing through an intersection or level crossing, when these multiple conditions are met, or after such conditions are met When the termination is canceled. In this case, the slow running of the vehicle does not end immediately after the vehicle starts, the period during which vehicle safety can be ensured continues, and further, the period does not become unnecessarily long. If the end of the slow-down control is canceled, the vehicle can normally travel in accordance with the driver's accelerator operation. Therefore, in the vehicle travel control device 10 of the present embodiment, the vehicle can be normally traveled after adequately ensuring the slow travel period after the vehicle is started, and safe travel of the vehicle can be secured. .

  In the above embodiment, the ECU 12 calculates and acquires the distance from the own vehicle position to the nearest temporary stop position on the road in the traveling direction, or calculates the distance from the own vehicle position to the front obstacle. By acquiring the “distance information acquiring means” and the “distance detecting step” described in the claims by executing the processing of the above step 114, the “deceleration control means” and the “deceleration control means” described in the claims are executed. The "control step" detects the current position of the host vehicle based on the GPS data received by the GPS receiver 16 and the INS data output from the gyro sensor 22, and the "own vehicle position detection means" described in the claims However, from the map database 14, the highest position on the road in the direction of travel from the own vehicle position among the temporary stop positions on the road stored as map information. The “stop position extracting means” described in the claims by extracting a close temporary stop position executes the processing of the above step 118, thereby executing the “slow speed control means” and “slow speed control” described in the claims. The “step” executes the processing of step 122 described above, thereby realizing the “slow control release means” and the “slow control release step” described in the claims.

  By the way, in the above embodiment, the ECU 12 extracts the temporary stop position at which the vehicle is to be temporarily stopped, and reads the information on the temporary stop position at the intersection or on the crossing on the road stored as map information from the map database 14. However, the present invention is not limited to this. For example, a camera is disposed on a front bumper of a vehicle or a vehicle interior mirror, and the area around the front of the vehicle in which a region extending from the disposed portion to the front of the vehicle is photographed. By processing the image information, the “stop” sign and sign, the railroad crossing itself, and the stop line drawn on the road are displayed, and the stop line on the screen is displayed. The absolute position of the temporary stop line on the road may be extracted as the temporary stop position from the display position. Further, for example, a magnetic marker indicating that there is a temporary stop position for the vehicle to suspend is embedded in a road a predetermined distance before the temporary stop position, and the marker is detected when the vehicle passes to detect the temporary stop position for the vehicle. It is good also as extracting.

  Further, in the above embodiment, the ECU 12 itself mounted on the vehicle calculates the distance from the vehicle position to the temporary stop position on the road, but the infrastructure such as the center calculates, You may provide the calculated distance information toward ECU12 which the said vehicle has. In such a system, on the premise that the center has a map database for storing the position information of the temporary stop position, after receiving the transmission of the vehicle position information from the vehicle or detecting the vehicle passing from the marker embedded in the road The distance between the vehicle position and the temporary stop position closest to the vehicle position on the road is calculated. In this case, the center, the marker, and the like correspond to the “infrastructure” described in the claims, and the vehicle travel control device 10 including the ECU 12 corresponds to the “in-vehicle device” described in the claims.

  Further, in the above embodiment, as the temporary stop position extracted from the map database 14, the closest position on the road in the vehicle traveling direction from the own vehicle position is used, but the present invention is not limited to this. Alternatively, when the travel route of the vehicle is determined in advance, the nearest one on the travel route from the vehicle position may be used regardless of the vehicle traveling direction. In this case, since the travel route of the vehicle is taken into account when extracting the temporary stop position, deceleration control that matches the actual travel of the vehicle is executed.

  In the above embodiment, the millimeter wave radar is used to detect an obstacle ahead of the vehicle. However, the present invention is not limited to this, and a laser radar may be used. Alternatively, a camera may be provided in the front part of the vehicle, and the result of image processing of the camera image may be used.

  Further, in the above embodiment, on the premise that the vehicle is temporarily stopped at the stop line at the intersection or railroad crossing extracted from the map database 14, the front obstacle that prevents the vehicle from traveling before the stop line. When an object is located, the vehicle is stopped in front of the obstacle in front of it, but whenever the driver performs a deceleration operation in a situation where there is a front obstacle that obstructs driving in front of the vehicle, The deceleration required to stop the vehicle before the obstacle is calculated, the brake actuator 28 and the transmission solenoid 30 are driven so that the deceleration is realized, and the vehicle is positioned before the obstacle. It is good also as stopping at. In such a configuration, even when the deceleration operation by the driver is not sufficient to stop before the front obstacle, the vehicle can be stopped before the front obstacle without fail. It can be secured. In this case, such control corresponds to “deceleration control” described in the claims.

  At this time, it is also possible to apply the execution and release of the slow-down control from the temporary stop position at the intersection or level crossing described above to the control from the stop position before the front obstacle. In such a configuration, it is possible to avoid the occurrence of acceleration / deceleration shocks in the vehicle occupant as much as possible while ensuring safe driving of the vehicle during traffic jams in which the vehicle starts, slows down, decelerates, and stops repeatedly.

It is a block diagram of the system which is one Example of this invention. It is a figure showing the speed change of the vehicle in the temporary stop position vicinity. It is a figure showing the relationship between the speed of a vehicle and the distance L0 which starts the deceleration control before a temporary stop position in a present Example. It is a flowchart of the control routine performed in a present Example.

Explanation of symbols

10 Vehicle Travel Control Device 12 Electronic Control Unit (ECU)
16 GPS receiver 18 Gyro sensor 20 Millimeter wave radar 22 Vehicle speed sensor 24 Brake switch 26 Throttle actuator 28 Brake actuator 30 Transmission solenoid

Claims (16)

Distance information acquisition means for acquiring distance information from the vehicle's own vehicle position to the stop position at which the vehicle should stop;
Deceleration control means for executing deceleration control for realizing vehicle stop at the stop position based on the distance information acquired by the distance information acquisition means when a deceleration operation is performed by a vehicle driver;
A vehicle travel control device comprising:   2. The vehicle travel control apparatus according to claim 1, wherein the deceleration control by the deceleration control means is performed so that a continuous speed change occurs until the vehicle reaches the stop position.   3. The vehicle travel control device according to claim 2, wherein the deceleration control by the deceleration control means is performed so that a speed curve up to the stop position has a unique inflection point. Vehicle position detection means for detecting the vehicle position of the vehicle;
A stop position extraction means for extracting the stop position from a map database,
2. The vehicle travel control apparatus according to claim 1, wherein the distance information acquisition unit acquires the distance information based on a detection result of the own vehicle position detection unit and an extraction result of the stop position extraction unit.   The stop position extracting means extracts, as the stop position, a closest stop position on a travel route expected to travel from the own vehicle position detected by the own vehicle position detecting means. The vehicle travel control device according to claim 4.   2. The vehicle travel control device according to claim 1, wherein the distance information acquisition unit acquires distance information from the host vehicle to an obstacle existing in front of the host vehicle.   2. The vehicle travel control device according to claim 1, wherein the deceleration control by the deceleration control means is realized by operating a vehicle brake or shifting down a transmission.   Characterized in that it comprises slow speed control means for starting slow speed control for slowing the vehicle when the vehicle is requested to start after the vehicle has stopped at the stop position by execution of the deceleration control by the deceleration control means. The vehicle travel control device according to claim 1.   9. The vehicle travel control device according to claim 8, wherein the slow speed control by the slow speed control means is realized by an operation of a vehicle accelerator and an operation of a vehicle brake.   Graduation that terminates the gradual speed control when a predetermined operation is performed by the vehicle driver, when vehicle safety confirmation by the vehicle driver is completed, or when the travel distance from the stop position reaches a predetermined distance The vehicle travel control device according to claim 8, further comprising a control release unit. A distance detecting step for detecting a distance from the vehicle position to the stop position at which the vehicle should stop;
A deceleration control step for executing deceleration control for realizing vehicle stop at the stop position based on the distance detected in the distance detection step when a vehicle driver performs a vehicle deceleration operation;
A vehicle travel control method comprising:   The vehicle has a slowing control step of starting slowing control for slowing the vehicle when the vehicle is requested to start after the vehicle has stopped at the stop position by executing the deceleration control in the deceleration control step. The vehicle travel control method according to claim 11.   Graduation that terminates the gradual speed control when a predetermined operation is performed by the vehicle driver, when vehicle safety confirmation by the vehicle driver is completed, or when the travel distance from the stop position reaches a predetermined distance The vehicle travel control method according to claim 12, further comprising a control release step. An infrastructure for providing information on the distance from the vehicle position to the stop position where the vehicle should be stopped toward the vehicle;
The distance information provided from the infrastructure is acquired, and when a deceleration operation is performed by a vehicle driver, deceleration control for realizing vehicle stop at the stop position is executed based on the acquired distance information. An in-vehicle device;
A vehicle travel control system comprising:   15. The vehicle-mounted device starts slow driving control for slowing the vehicle when a vehicle start request is made after the vehicle stops at the stop position by execution of the deceleration control. Vehicle travel control system.   The in-vehicle device performs the slow-down control when a predetermined operation is performed by a vehicle driver, when a vehicle safety confirmation by the vehicle driver is completed, or when a travel distance from the stop position reaches a predetermined distance. The vehicle travel control system according to claim 15, wherein the termination is canceled.

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