JP2006036159A - Vehicular traveling control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular traveling control device which predicts and detects the forward road shape in advance and controls the traveling condition of an own vehicle by detecting the traveling condition of a preceding vehicle, and prevents a driver from feeling sense of incongruity or uneasiness by realizing an adequate timing for correction of acceleration/deceleration according to the road gradient. <P>SOLUTION: The vehicular traveling control device to control the acceleration/deceleration of a vehicle comprises a radar 1 which emits a radar beam forward of the own vehicle A to detect the relative speed ΔV and the height H of a preceding vehicle B based on the reflected wave from the preceding vehicle B, a controller which sets the target acceleration of the vehicle according to the difference between the actual distance and the target distance so that the distance L to the preceding vehicle B reaches the target value, and controls an engine and an automatic transmission as vehicular traveling devices so as to reach the target acceleration, and a controller (an acceleration correction means) which calculates a slope summit present ahead of the own vehicle A (a gradient starting point of the slope) based on the change of the height H of the preceding vehicle B, and corrects the target acceleration according to the attribute of the slope when the distance to the slope summit becomes zero. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle travel control device, and more particularly to a vehicle travel control device that controls a travel state of a host vehicle following a preceding vehicle traveling ahead.

  Conventionally, in order to reduce the burden on the driver's driving operation, when there is a preceding vehicle, a travel control device that performs acceleration / deceleration control according to the distance between the preceding vehicle and the like and performs follow-up control is known. Yes.

  For example, in Patent Document 1, in order to perform such travel control more safely and comfortably, the road gradient ahead of the preceding vehicle is predicted and detected in advance from the traveling state of the preceding vehicle, and the road gradient according to the road gradient ahead is detected. A vehicle travel control device that performs correction control of acceleration / deceleration according to the inter-vehicle distance is disclosed.

Japanese Patent Laid-Open No. 2003-200711

  Certainly, as in Patent Document 1, it is possible to perform safer and more comfortable travel control of the vehicle by predicting and detecting the road gradient ahead from the travel state of the preceding vehicle.

  However, in the control by the traveling control device of Patent Document 1, the driver may feel uncomfortable or uneasy.

  That is, in Patent Document 1, “pre-acceleration before the uphill and pre-deceleration before the downhill are possible”. When such control is performed, the acceleration is increased when the road is shifted to the uphill. The timing to correct according to the slope is too early, it seems to be excessively accelerating, the distance from the preceding vehicle is close, giving the driver anxiety, and when moving downhill, reduce the deceleration. The timing for correction according to the road gradient is too early, the vehicle is decelerated early, the distance from the preceding vehicle is increased, and the driver feels uncomfortable.

  In view of this, the present invention predicts and detects the road shape of the vehicle ahead by detecting the traveling state of the preceding vehicle and controls the traveling state of the vehicle according to the acceleration / deceleration road gradient. It is an object of the present invention to provide a vehicle travel control device that makes the driver feel uncomfortable or uneasy by making the correction timing appropriate.

  A vehicle travel control device according to the present invention is a vehicle travel control device that performs acceleration / deceleration control of a vehicle. The vehicle travel control device transmits a radar wave in front of the host vehicle and based on a reflected wave from a preceding vehicle, The target acceleration of the vehicle is set according to the deviation between the actual distance and the target distance so that the distance between the preceding vehicle and the preceding vehicle detection means for detecting the distance, relative speed and the preceding vehicle height becomes the target distance. Based on the control means for controlling the traveling device of the vehicle so as to achieve the target acceleration and the change in the height of the preceding vehicle, the slope start point of the slope existing ahead of the host vehicle is calculated, and the slope start point is reached. And an acceleration correction means for correcting the target acceleration according to the attribute of the slope when the distance becomes equal to or less than a predetermined value.

  According to the above configuration, the distance to the preceding vehicle, the relative speed and the height of the preceding vehicle are detected by the preceding vehicle detecting means, and the actual distance is set so that the distance from the preceding vehicle becomes the target distance by the control means. The target acceleration of the vehicle is set according to the deviation from the target distance. Then, the slope starting point of the slope existing in front of the vehicle is calculated by the acceleration correcting means, and when the distance to the slope starting point becomes a predetermined value or less, the target acceleration is corrected according to the attribute of the slope. The

  That is, the acceleration correction means corrects the target acceleration only at a point (preferably zero) close to the slope start point (slope pole) of the slope.

  As a result, traveling control with the target acceleration corrected is performed at an appropriate timing when the vehicle actually reaches the vicinity of the slope starting point of the slope.

  In one embodiment of the present invention, when the distance from the preceding vehicle is equal to or greater than a predetermined distance, or when the host vehicle speed is equal to or greater than a predetermined vehicle speed, the acceleration correction means is configured until the distance to the gradient start point is equal to or less than a predetermined value. The target acceleration of the vehicle is configured to be corrected to decrease, and the target acceleration of the vehicle is not corrected to decrease when the distance from the preceding vehicle is equal to or less than the predetermined distance or the host vehicle speed is equal to or less than the predetermined vehicle speed. It is a thing.

  According to the above configuration, when the distance from the preceding vehicle is equal to or greater than the predetermined distance or when the host vehicle speed is equal to or greater than the predetermined vehicle speed, the acceleration correction unit is configured to perform the vehicle until the distance to the slope start point of the hill is equal to or less than the predetermined value. The target acceleration of the vehicle is not decreased and corrected when the distance from the preceding vehicle is equal to or smaller than the predetermined distance or the host vehicle speed is equal to or smaller than the predetermined vehicle speed.

  In other words, the acceleration correction means corrects the target acceleration of the vehicle by decreasing (smoothing correction) when the distance from the preceding vehicle is greater than or equal to a predetermined distance or when the host vehicle speed is greater than or equal to the predetermined vehicle speed until approaching the slope start point of the slope. ) To make it less susceptible to the influence of the preceding vehicle, and when the distance from the preceding vehicle is less than the predetermined distance or when the host vehicle speed is less than the predetermined vehicle speed, the target acceleration of the vehicle is not reduced (smoothed). It is easy to be affected by preceding cars.

  As a result, when the distance from the preceding vehicle is greater than or equal to the predetermined distance or the host vehicle speed is greater than or equal to the predetermined vehicle speed, the acceleration / deceleration change when entering the slope of the preceding vehicle directly affects the target acceleration setting of the host vehicle. Therefore, it is possible to eliminate that the host vehicle frequently repeats acceleration / deceleration under the influence of the acceleration / deceleration change of the preceding vehicle, which is difficult to visually sense.

  Therefore, the driver does not feel uncomfortable due to the acceleration / deceleration change that the driver is not aware of.

  On the other hand, when the distance from the preceding vehicle is equal to or less than the predetermined distance or the own vehicle speed is equal to or less than the predetermined vehicle speed (for example, when driving in a traffic jam), the acceleration / deceleration change when entering the slope of the preceding vehicle is the target vehicle's target. Since the acceleration setting is directly affected, the own vehicle is also accelerated or decelerated in accordance with the acceleration / deceleration change of the preceding vehicle that can be visually observed.

  Therefore, it is possible to make the driver recognize that the own vehicle is following the preceding vehicle without fail, and to give the driver a sense of security.

  According to the present invention, the acceleration correction means corrects the target acceleration for the first time at a point (preferably zero) close to the slope start point (slope pole) of the slope. As a result, traveling control with the target acceleration corrected is performed at an appropriate timing when the vehicle actually reaches the vicinity of the slope starting point of the slope.

  Therefore, by detecting the traveling state of the preceding vehicle, the vehicle driving control device that predicts and detects the shape of the road ahead and controls the traveling state of the host vehicle has a correction timing corresponding to the acceleration / deceleration road gradient. It can be made appropriate, and the driver can be prevented from feeling uncomfortable or uneasy.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 shows a vehicle A (hereinafter referred to as an own vehicle) to which a vehicle travel control device (so-called adaptive cruise control system) according to the present invention is applied and a vehicle B to be followed (hereinafter referred to as a preceding vehicle). As shown in this figure, this travel control device emits radar waves forward from the radar 1 mounted on the front portion (for example, in a bumper, in the front grill) of the host vehicle A of the preceding vehicle B. Transmitting and receiving the reflected wave reflected from the reflector 2 mounted on the rear part of the preceding vehicle B, detects and calculates the distance L to the preceding vehicle B, the height H of the preceding vehicle B, etc. The acceleration / deceleration control is performed.

  The mounting position of the radar 1 is set to a position (height) that can be detected by the reflector 2 of the preceding vehicle B. This is to make it possible to reliably detect the position of the preceding vehicle B even when only the preceding vehicle B goes down the downhill when detecting the gradient on the downhill.

  FIG. 2 shows a block diagram of the vehicle travel control device. As input means, a radar 1 that receives a reflected wave from the preceding vehicle B and detects the position of the preceding vehicle B, and a vehicle speed of the host vehicle A are detected. A vehicle speed sensor 3 is provided. The type of the radar 1 is not particularly limited as long as the position of the preceding vehicle B can be detected at any time.

  Input signals from these input means are taken into the controller 4 as control means and used for vehicle running control. The controller 4 includes a distance calculation unit 4a that calculates a distance L between the preceding vehicle B, a relative speed calculation unit 4b that calculates a relative speed between the preceding vehicle B and the host vehicle A, and the calculation results thereof. To a target acceleration setting unit 4c for setting the target acceleration of the vehicle A.

  Further, as an output means, an engine / mission controller 5 that performs engine control and mission (automatic transmission) control is provided, and the engine is set so that the actual acceleration of the vehicle A becomes the target acceleration set by the target acceleration setting unit. It controls the output and the gear ratio of the automatic transmission.

  A control method in the vehicle travel control apparatus configured as described above will be described with reference to the flowcharts of FIGS. FIG. 3 is a flowchart for determining the slope, and FIG. 4 is a flowchart for controlling the vehicle when determining the slope.

  First, as shown in FIG. 3, the slope determination is executed at predetermined intervals after the engine is started (IG is turned on). That is, even when the traveling control device is not activated (ACC on), the slope determination is always performed. Thus, by always performing the slope determination, even when the driver suddenly operates the travel control device, it is possible to immediately perform the travel control that reflects the presence or absence of the slope state.

  In the slope determination, first, a radar 1 reception signal from the radar 1 and a vehicle speed signal from the vehicle speed sensor 3 are input in S1. Next, in S2, the distance L with the preceding vehicle B, the relative speed ΔV between the vehicles, and the height H of the preceding vehicle B are calculated based on the signal. Then, the slope is determined based on the change state of the height H of the preceding vehicle B.

In this slope determination, if a state in which the difference between the current height _Hn and the previous height _Hn-1 is equal to or greater than a predetermined value as in S3 continues for a predetermined number of times (K times), the preceding vehicle continues. Since the height H of B is rising, it is determined that it is up.

On the other hand, when the state in which the difference between the previous height H _n−1 and the current height H _n is equal to or greater than a predetermined value as in S4 continues for a predetermined number of times (K times), the height of the preceding vehicle B continues. Since H is descending, it is determined that the vehicle is going down.

  However, if none of the above applies (NO in S3, NO in S4), it is considered that the preceding vehicle B is traveling on a flat road, so the routine proceeds to S5 and the upward gradient flag F1 is set to “0”. In step S6, the downward gradient flag F2 is also set to “0”.

If it is determined that the vehicle is going up in S3 (YES in S3), the process proceeds to S7, and the distance L _n−k calculated a predetermined number of times before (K times before) is used to the hill pole (the slope start point of the hill). to the distance _{L 0} and settings. That is, the distance from the preceding vehicle B at the time when the height change of the preceding vehicle B before the predetermined number of times (K times before) occurs is assumed as the distance L ₀ to the hill pole as it is.

  Next, the angle of the slope of the uphill ahead is calculated from the height change of the preceding vehicle B at S8, the uphill flag F1 is set to “1” at S9, and the downhill flag F2 is set to “0” at S10.

On the other hand, when it is determined that the vehicle is going down in S4 (NO in S3, YES in S4), the process shifts to S11 and the distance L _n−k calculated a predetermined number of times before (K times before) to set the distance _{L 0.} That is, in this case as well, the distance from the preceding vehicle B at the time when the height change of the preceding vehicle B before the predetermined number of times (K times before) occurs is assumed as the distance L ₀ to the hill pole as it is. is there.

  Next, in S12, the angle of the slope of the preceding downhill is calculated from the change in the height of the preceding vehicle B. In S13, the upward gradient flag F1 is set to “0”, and in S14, the downward gradient flag F2 is set to “1”. .

  The slope determination is performed by the above control flow, and the result of the slope determination is reflected in the next vehicle travel control.

Next, vehicle travel control at the time of slope determination shown in FIG. 4 will be described.
First, the control is started by turning on the ACC switch. First, in S21, the radar 1 reception signal and the vehicle speed sensor 3 signal are input. If it is not determined that there is a preceding vehicle B in S22 based on this signal (NO), the process proceeds to S23. That is, since the preceding vehicle B does not exist, the flow proceeds to a flow for performing traveling control at the set vehicle speed.

  In S23, the target acceleration is set according to the deviation between the two so that the actual vehicle speed becomes the set vehicle speed set by the driver. For example, when the driver sets the set vehicle speed to 100 km / h, but the actual vehicle speed is only 80 km / h, the target acceleration corresponding to the deviation of 20 km / h is set.

  Next, in S24, the engine output and the gear ratio of the automatic transmission are controlled according to the target acceleration. For example, when the target acceleration corresponding to 20 km / h is set as described above, the target acceleration in the acceleration direction is set, so that the engine output is increased and the gear ratio is shifted down to increase the drive torque. Is called.

With the above steps, the current calculation cycle is completed, and the next calculation cycle is started.
On the other hand, if it is determined in S22 that the preceding vehicle B is present (YES), the process proceeds to S25, and the road surface gradient is detected from the engine output and acceleration. That is, the actual road gradient on which the vehicle A is currently traveling is detected in advance and reflected in the subsequent control.

  Next, it transfers to S26 and it is determined whether the own vehicle A is running on the gradient. If it is determined that the vehicle is traveling on a gradient (in the case of YES), the process proceeds to S27, and the magnitude (for example, gain) of the target acceleration with respect to the deviation between the target inter-vehicle distance and the actual inter-vehicle distance is determined according to the calculated gradient angle. to correct. Specifically, when going up, the acceleration side is increased and the deceleration side is reduced, and when going down, the acceleration side is reduced and the deceleration side is increased. Thus, acceleration / deceleration traveling control on the slope is appropriately performed according to the slope angle of the slope.

  In S28, the target acceleration is set according to the deviation between the target inter-vehicle distance and the actual inter-vehicle distance so that the actual inter-vehicle distance becomes the target inter-vehicle distance. With this setting, the target acceleration by the travel control device is determined.

  Finally, in S29, the engine output and the gear ratio of the automatic transmission are controlled according to the target acceleration. If the target acceleration is on the acceleration side, the engine output is increased and the gear ratio is shifted down to increase the drive torque. If the target acceleration is on the deceleration side, the engine output is decreased and the gear ratio is shifted up. In this way, control is performed to reduce the drive torque.

  On the other hand, if it is determined in S26 that the vehicle is not traveling on a slope (in the case of NO), the process proceeds to S30 to determine whether there is a slope flag. In S30, the presence / absence of the gradient flag is determined by determining whether the upward gradient flag F1 is “1” or the downward gradient flag F2 is “1”.

  If it is determined in S30 that there is no gradient flag (NO), the process proceeds to S31. When it is determined in S30 that there is no gradient flag, there is a preceding vehicle B, but neither the own vehicle A nor the preceding vehicle B is traveling on a slope, that is, the preceding vehicle B and the own vehicle A are both traveling on a flat road. Therefore, it is not necessary to separately correct the target acceleration magnitude (gain). In S31, the target acceleration magnitude (gain) with respect to the deviation between the target inter-vehicle distance and the actual inter-vehicle distance is set to the normal value. It is configured to set or return.

  Then, the magnitude (gain) of the target acceleration is set to a normal value, and in S28, the target acceleration is set according to the deviation between the target inter-vehicle distance and the actual inter-vehicle distance so that the actual inter-vehicle distance becomes the target inter-vehicle distance. .

  Finally, in S29, the engine output and the gear ratio of the automatic transmission are controlled in accordance with the target acceleration. The traveling control in this case is a general normal follow-up control, and the acceleration / deceleration movement of the preceding vehicle B is directly reflected in the traveling control of the own vehicle A.

  If it is determined in S30 that there is a gradient flag (YES), the process proceeds to S32. When it is determined that the gradient flag is present, the preceding vehicle B has entered the slope, and it can be recognized that there is a slope ahead of the own vehicle A.

  In S32, it is determined whether there is a gradient flag in the previous time. This is a step for determining whether or not the preceding vehicle B is immediately after entering the slope. Here, when there is no previous gradient flag (in the case of NO), that is, when it is determined that the preceding vehicle B is immediately after entering, the process proceeds to S33.

In S33, it is determined whether or not the distance from the preceding vehicle B is a predetermined value or more. For example, when 60 m is set as the predetermined value, the process proceeds to S34 when the distance is 60 m or more (in the case of YES). By inputting the predetermined constant C ₀ to a counter C at S34, performs counter sets. That is, the counter is set when the vehicle is away from the preceding vehicle B by a predetermined distance or more.

  The flow from S32 to S34 is a control flow performed immediately after the distance from the preceding vehicle B is equal to or greater than a predetermined value (60 m) and the preceding vehicle B enters the slope. Only in this case, the counter is set. As will be described later, this counter set is performed to correct (decrease) the target acceleration magnitude (gain) for a predetermined period.

  Note that S33 may be configured to determine whether the vehicle speed is equal to or higher than a predetermined value. For example, when 40 km / h is a predetermined value and 40 km / h or more (in the case of YES), the process may be shifted to S34. That is, the counter may be set when the vehicle speed exceeds a predetermined value.

In addition, the constant C _{0 of the} counter C may be changed according to the vehicle speed. In the case of high speed traveling, the acceleration and deceleration of the preceding vehicle B hardly occur and the travel distance becomes long, so that the target acceleration is achieved. May be short. Therefore, C ₀ may be a small value. On the other hand, in the case of low-speed traveling, acceleration / deceleration of the preceding vehicle B is likely to occur, and the traveling distance is short. Therefore, a large value for C ₀ is good.

  If there is a previous gradient flag in S32 (in the case of YES) or if the distance from the preceding vehicle B is less than or equal to a predetermined value in S33 (in the case of NO), the counter is not set and the process proceeds directly to S35. .

  In S35, it is determined whether the hill pole has been reached. That is, it is determined whether or not the vehicle has traveled a distance to the slope pole, and it is determined whether or not the location where the vehicle A is currently traveling is at the slope pole. When it is determined that the road has not reached the slope pole yet and is a flat road or the like (in the case of NO), the process proceeds to S36. In S36, the value of the counter C described above is examined. If C = 0, the process does not proceed to S31, and if the counter C has a value (in the case of NO), the process proceeds to S37.

  In S37, the size of the target acceleration is corrected to decrease (smoothing correction). This means that if the counter C has a value, the distance from the preceding vehicle B is not less than a predetermined value (60 m), and the time has elapsed since the preceding vehicle B entered the slope (from the counter setting time). Therefore, the unstable acceleration / deceleration state immediately after the preceding vehicle B enters the hill does not affect the acceleration / deceleration control of the own vehicle A as much as possible.

  Next, in S38, the value of the counter C is decremented, and the value of the counter C is decreased. As the value of the counter C decreases in S38, the timer is counted.

  Then, in S28, the target acceleration in this case is set, and in S29, the engine output and the gear ratio of the automatic transmission are controlled, and travel control is performed.

  In the traveling control in this case, the magnitude of the target acceleration is decreased and corrected so that the unstable acceleration / deceleration state immediately after the preceding vehicle B enters the hill does not affect the acceleration / deceleration control of the own vehicle A as much as possible. Therefore, the acceleration / deceleration of the preceding vehicle B that is far away that the driver cannot visually sense does not suddenly occur and the driver does not feel uncomfortable.

  When this control is repeated a predetermined number of times, the value of the counter C decreases, and when it becomes “0”, the process proceeds from S36 to S31, and the magnitude (gain) of the target acceleration is returned to the normal value in S31. After the predetermined period, the unstable acceleration / deceleration state immediately after the preceding vehicle B enters the hill disappears. Therefore, the control sensitivity is increased by returning to the normal follow-up control.

  If it is determined in S35 that the vehicle A has reached the slope pole (in the case of YES), the process proceeds to S39 and the value of the counter C is set to “0”. This is because it is not necessary to reduce the target acceleration when the slope peak point is reached, and the timer count is not necessary.

  Then, the process proceeds to S40 to determine the state of the gradient flag. If the upward gradient flag F1 is “1” (in the case of YES), it is determined that the vehicle is going up, and the process proceeds to S41. In S41, the magnitude (gain) of the target acceleration is corrected in accordance with the gradient angle of the upward gradient. More specifically, the acceleration side is corrected to increase and the deceleration side is corrected to decrease.

  On the other hand, when F1 is not “1” in S40 (in the case of NO), it is determined that the vehicle is going down, and the process proceeds to S42. In S42, the magnitude (gain) of the target acceleration is corrected according to the gradient angle of the downward gradient. Specifically, the acceleration side is corrected to decrease and the deceleration side is corrected to increase.

  As described above, after the vehicle A reaches the hill pole, the configuration is such that the magnitude (gain) of the target acceleration is corrected by using the gradient flag set at the time of the hill determination. It becomes possible to switch to the target acceleration on the slope at the timing.

  Then, after correcting the magnitude (gain) of the target acceleration, the process proceeds to S28, where the target acceleration on the slope is set, and in S29, the engine output and the gear ratio of the automatic transmission are set according to the target acceleration on the slope. Control.

  Thus, since the correction control based on the slope judgment is performed only after the own vehicle A reaches the slope pole, the acceleration / deceleration timing can be made appropriate, and the driver feels uncomfortable or uneasy. There is no.

  5 to 8 are state explanatory diagrams for explaining how the control by the vehicle travel control apparatus according to the present embodiment changes in accordance with the travel state of the vehicle.

  FIG. 5 shows a state where both the own vehicle A and the preceding vehicle B are traveling on a flat road. This state is the state in which the magnitude (gain) of the target acceleration is controlled with the normal value in S31 in the flowchart of FIG. That is, it is a situation in which normal follow-up control is being performed, and is a control state in which the influence of acceleration / deceleration of the preceding vehicle B is reflected as it is in the travel control of the vehicle.

  FIG. 6 shows a state in which the own vehicle A is a flat road, but the preceding vehicle B is traveling on a slope pole. In the state of the flowchart of FIG. 4, this state is a state in which the magnitude (gain) of the target acceleration is reduced and corrected (smoothing correction) in S37. That is, in order to avoid the influence of fluctuations in acceleration / deceleration of the preceding vehicle B, both the acceleration side and the deceleration side are controlled by reducing the magnitude (gain) of the target acceleration. This is a control state in which the influence of acceleration / deceleration is as small as possible on the vehicle travel control.

  This control is configured to occur when the distance from the preceding vehicle B is greater than or equal to a predetermined value or greater than or equal to a predetermined vehicle speed so as not to occur during a traffic jam.

  Further, this control period is a predetermined time only, that is, a period until the value of the counter C becomes 0, and after the acceleration / deceleration state of the preceding vehicle B is stabilized, the normal tracking control is resumed.

  FIG. 7 shows a state in which the own vehicle A is on the slope and the preceding vehicle B is traveling on the slope. This state is the state in which the magnitude (gain) of the target acceleration is corrected and controlled according to the angle of the upward gradient in S41 in the flowchart of FIG. This upward gradient is a gradient based on the height change of the preceding vehicle B, and is a model value obtained by calculation. As described above, since the magnitude (gain) of the target acceleration is corrected for the first time at this timing, the driver does not feel uneasy or uncomfortable.

  FIG. 8 shows a state where both the own vehicle A and the preceding vehicle B are traveling on a slope. In the state of the flowchart of FIG. 4, this state is a state in which correction control is performed according to the ascending gradient angle for which the magnitude (gain) of the target acceleration is calculated in S27. This upward gradient is a value obtained from the engine output and acceleration of the vehicle A, and the gradient angle can be detected as a more specific value than in the case of the above-described model value, so that the vehicle follow-up control can be performed more reliably. It can be carried out.

  As described above, the control status of the vehicle travel control apparatus according to the present embodiment is configured to change according to the travel state of the vehicle.

  Next, the operation and effect of the present embodiment configured as described above will be described in detail.

  The vehicle travel control device of this embodiment is a vehicle travel control device that performs acceleration / deceleration control of the vehicle, transmits a radar wave to the front of the host vehicle A, and based on the reflected wave from the preceding vehicle B, According to the deviation between the actual distance and the target distance so that the distance L between the preceding vehicle B and the radar 1 that detects the distance L to the preceding vehicle B, the relative speed ΔV and the height H of the preceding vehicle B becomes the target distance. Then, based on the change in the height H of the preceding vehicle B and the controller 4 that controls the engine and the automatic transmission that are the vehicle traveling devices so that the target acceleration of the vehicle is set. A controller 4 (acceleration correcting means) that calculates the slope peak point (slope start point of the slope) existing ahead and corrects the target acceleration according to the attribute of the slope when the distance to the slope pole becomes zero. It is equipped with.

  According to the above configuration, the radar 1 detects the distance L from the preceding vehicle B, the relative speed ΔV, and the height H of the preceding vehicle B, and the controller 4 sets the distance from the preceding vehicle B to the target distance. The target acceleration of the vehicle is set according to the deviation between the actual distance and the target distance. Then, the controller 4 (acceleration correcting means) calculates the slope pole existing in front of the vehicle, and when the distance to the slope start point becomes zero, the target acceleration is corrected according to the attribute of the slope. .

  That is, the controller 4 (acceleration correcting means) corrects the target acceleration only after reaching the slope pole.

  As a result, traveling control with the target acceleration corrected is performed at an appropriate timing when the host vehicle A actually reaches the vicinity of the hill pole.

  Therefore, by detecting the traveling state of the preceding vehicle B, the road shape of the vehicle ahead is predicted and detected in advance, and in the vehicle traveling control device for controlling the traveling state of the own vehicle A, correction according to the acceleration / deceleration road gradient The timing can be made appropriate, and the driver can be prevented from feeling uncomfortable or uneasy.

  The height of the preceding vehicle B may be a relative height H between the radar 1 of the own vehicle A and the reflector 2 of the preceding vehicle B as in this embodiment, or may be absolute from the road surface. A typical height may be detected.

  In this embodiment, the controller 4 (acceleration correcting means) is arranged such that when the distance from the preceding vehicle B is a predetermined distance (60 m) or more or the own vehicle speed is a predetermined vehicle speed (40 km / h) or more, the slope pole In the case where the target acceleration of the vehicle is decreased and corrected until the vehicle reaches the vehicle, the distance from the preceding vehicle B is equal to or less than a predetermined distance (60 m) or the host vehicle speed is equal to or less than a predetermined vehicle speed (40 km / h) The vehicle target acceleration is not reduced and corrected.

  According to the above configuration, the controller 4 (acceleration correcting means) is required to reach the hill pole when the distance from the preceding vehicle B is not less than a predetermined distance (60 m) or the host vehicle speed is not less than the predetermined vehicle speed (40 km / h). The target acceleration of the vehicle is corrected to decrease, and the target acceleration of the vehicle is not decreased and corrected when the distance from the preceding vehicle B is a predetermined distance (60 m) or less or the own vehicle speed is a predetermined vehicle speed (40 km / h) or less.

  That is, until the vehicle approaches the hill pole, the acceleration correction means calculates the target acceleration of the vehicle when the distance from the preceding vehicle B is a predetermined distance (60 m) or more or the own vehicle speed is a predetermined vehicle speed (40 km / h) or more. By making the decrease correction (smoothing correction) less affected by the preceding vehicle B, when the distance to the preceding vehicle B is less than a predetermined distance (60 m) or the host vehicle speed is less than a predetermined vehicle speed (40 km / h) Since the vehicle target acceleration is not corrected for correction (smoothing correction), the vehicle is easily influenced by the preceding vehicle B.

  Thereby, when the distance to the preceding vehicle B is equal to or greater than the predetermined distance (60 m) or the own vehicle speed is equal to or greater than the predetermined vehicle speed (40 km / h), the acceleration / deceleration change when entering the slope of the preceding vehicle B is Since it is difficult to directly affect the setting of the target acceleration of A, it is possible to eliminate the fact that the own vehicle A frequently repeats acceleration / deceleration under the influence of acceleration / deceleration change of the preceding vehicle B, which is difficult to feel visually. .

  Therefore, the driver does not feel uncomfortable due to the acceleration / deceleration change that the driver is not aware of.

  On the other hand, when the distance to the preceding vehicle B is a predetermined distance (60 m) or less or the own vehicle speed is a predetermined vehicle speed (40 km / h) or less (for example, when driving in a traffic jam), the vehicle enters the slope of the preceding vehicle B. Since the acceleration / deceleration change at this time directly affects the setting of the target acceleration of the own vehicle A, the own vehicle A also accelerates / decelerates according to the acceleration / deceleration change movement of the preceding vehicle B that can be visually observed. Will be.

  Therefore, it is possible to make the driver recognize that the own vehicle A is following the preceding vehicle B without fail, and to give the driver a sense of security.

  The predetermined distance and the predetermined vehicle speed are not limited to the numerical values of 60 m and 40 km / h as long as it can be determined that the traffic is not congested.

As described above, in the correspondence between the configuration of the present invention and the above-described embodiment,
The preceding vehicle detection means of the present invention corresponds to the radar 1 of the embodiment,
Hereinafter, similarly, the control means corresponds to the controller 4, and the acceleration correction means corresponds to the controller 4.
The present invention is not limited to the configuration of the above-described embodiment, but includes embodiments of various vehicle travel control devices. For example, although the present embodiment has been described by correcting the “gain” as the magnitude of the target acceleration, if the magnitude of the target acceleration is corrected, the embodiment can be configured by switching the “map”. Also good.

The whole explanatory view showing vehicles to which the present invention is applied, and vehicles to be followed. The block diagram of the traveling control apparatus of a vehicle. The flowchart for slope judgment. The flowchart of the traveling control of the vehicle at the time of slope determination. The state explanatory drawing in which both the own vehicle and the preceding vehicle are traveling on a flat road. The state explanatory view in which the own vehicle is running on a flat road and the preceding vehicle is running on the slope pole. The state explanatory drawing in which the own vehicle is traveling on the slope and the preceding vehicle is traveling on the slope. The state explanatory drawing in which both the own vehicle and the preceding vehicle are traveling on the slope.

Explanation of symbols

A ... Own vehicle B ... Preceding vehicle 1 ... Radar (preceding vehicle detection means)
2 ... Reflector 4 ... Controller (control means, acceleration correction means)

Claims (2)

A vehicle travel control device that performs acceleration / deceleration control of a vehicle,
A preceding vehicle detection means for transmitting a radar wave in front of the vehicle and detecting a distance from the preceding vehicle, a relative speed, and a height of the preceding vehicle based on a reflected wave from the preceding vehicle;
Control means for setting the target acceleration of the vehicle according to the deviation between the actual distance and the target distance so that the distance from the preceding vehicle becomes the target distance, and for controlling the traveling device of the vehicle to become the target acceleration;
Based on the change in the height of the preceding vehicle, the slope start point of the slope existing ahead of the host vehicle is calculated, and when the distance to the slope start point is equal to or less than a predetermined value, according to the attribute of the slope A vehicle travel control device comprising acceleration correction means for correcting a target acceleration. When the distance to the preceding vehicle is equal to or greater than a predetermined distance or the host vehicle speed is equal to or greater than a predetermined vehicle speed, the acceleration correction means is configured to calculate the target acceleration of the vehicle until the distance to the slope start point is equal to or less than a predetermined value. Configure to compensate for the decrease,
The vehicle travel control device according to claim 1, wherein the target acceleration of the vehicle is not reduced and corrected when the distance from the preceding vehicle is equal to or less than a predetermined distance or when the host vehicle speed is equal to or less than the predetermined vehicle speed.

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