JP2003039975A - Vehicle driving control device interlocking with signal - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle driving control device interlocking with a signal which can improve fuel cost and secure ride comfort by safely stopping at a red signal during driving control of a vehicle and avoiding useless acceleration /deceleration and stop during driving between signals as much as possible. SOLUTION: At a vehicle driving control selecting means 11, a driving control mode is selected by switch manipulation by a driver. Based on signal information and road information obtained by an information obtaining means 12 and preceding vehicle information detected by a preceding vehicle detecting means 13, a driving pattern suitable for the vehicle is created by a driving pattern creating means 14. A driving control value creating means 15 calculates a control value for realizing the driving pattern crated by the driving pattern creating means 14 and controls actuators of each mechanism in a driving/braking force control means 16.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a signal-related vehicle traveling control device for controlling a vehicle in association with a signal in front of the vehicle.

[0002]

2. Description of the Related Art Japanese Patent Application Laid-Open No. 10-40379 discloses a device for controlling the running of a vehicle (conventional device 1). This vehicle control device controls the throttle and the brake so that when the preceding vehicle is present in the speed range equal to or lower than the vehicle speed set by the driver, the vehicle follows the vehicle while maintaining a predetermined inter-vehicle distance, If there is no preceding vehicle, the so-called ACC, which is an automatic inter-vehicle distance control system that accelerates the own vehicle to a preset vehicle speed and runs at a low speed at the preset vehicle speed, is used. Further, since the vehicle control device disclosed in Japanese Patent Laid-Open No. 8-2285 safely stops at an intersection, when the own vehicle is in danger of ignoring the signal, the vehicle is decelerated in conjunction with the signal to control the traveling. (Conventional device 2).

[0003]

ACC as described above
The conventional device 1 using is effective in reducing the driving load on the driver in a closed space such as a highway where there is little disturbance (for example, crossing traffic or traffic light).
However, since there are many disturbances such as signals on a general road, it is difficult to perform traveling control only by ACC control. Further, since the vehicle traveling control device based on the ACC control of the conventional device 1 controls the traveling of the vehicle based only on the vehicle speed of the preceding vehicle and the set vehicle speed of the host vehicle, depending on the situation of the signal ahead, the acceleration / deceleration may be rapid. May occur, resulting in deterioration of fuel consumption and riding comfort. When the deceleration control is performed in conjunction with the signal as in the conventional device 2, the vehicle can be safely stopped at the intersection, but this is insufficient for efficient traveling.

According to the present invention, it is possible to safely stop with a red signal during vehicle running control, and avoid unnecessary acceleration / deceleration and stop between signals as much as possible to improve fuel consumption and ensure a comfortable ride. An object of the present invention is to provide a vehicle traveling control device linked with a signal.

[0005]

FIG. 1 showing an embodiment.
The present invention will be described in association with. (1) A vehicle running control device linked to a signal according to claim 1, an information acquisition means for acquiring road information including at least signal information, a preceding vehicle detection means for detecting preceding vehicle information, and a preceding vehicle detection. Travel pattern creating means for creating a travel pattern of the host vehicle by combining the first travel control considering the preceding vehicle information detected by the means and the second travel control linked with the signal according to the road information; And a traveling control means for controlling traveling of the own vehicle based on the traveling pattern created by the pattern creating means. (2) According to the invention of claim 2, in the vehicle travel control device interlocked with the signal of claim 1, a first switch for selecting a first control mode for performing vehicle travel control by the first travel control, , A second switch that selects a second control mode for performing vehicle travel control by the second travel control, and selects the vehicle travel control mode based on operating states of the first switch and the second switch. Further comprising a vehicle travel control selection means for
The driving pattern of the own vehicle is created based on the vehicle driving control mode selected by the vehicle driving control means. (3) The invention according to claim 3 is the vehicle running control device interlocked with the signal according to claim 2, wherein the vehicle running control selecting means cancels the first control mode and / or the second control mode. Is further provided, and the vehicle traveling control mode is selected in consideration of the operation of the third switch. (4) The invention according to claim 4 is the vehicle travel control device interlocked with the signal according to claim 1, further comprising a travel condition detection means for detecting a current travel condition of the host vehicle including at least the vehicle speed, and the travel pattern. The creating means is based on the current running state of the own vehicle detected by the running state detecting means, the road information acquired by the information acquiring means, and the preceding vehicle information detected by the preceding vehicle detecting means. Based on the signal passability determination result that is determined by the signal passability determination,
It is characterized in that a traveling pattern of the host vehicle is created by combining the first traveling control considering the preceding vehicle information and the second traveling control linked with a signal according to the road information. (5) According to the invention of claim 5, in the vehicle running control device interlocked with the signal of claim 4, when the running pattern creating means judges whether or not the own vehicle can pass a signal, the running signal creating means uses the same signal as the own vehicle. The first traveling control and the second traveling control are performed so as to perform signal passability determination according to a signal indication that will appear in the future, and to realize gentle acceleration / deceleration based on the signal passability determination result. It is characterized in that a traveling pattern of the own vehicle is created by combining the above. (6) According to the invention of claim 6, in the vehicle travel control device interlocked with the signal of claim 4, the travel pattern creating means calculates the acceleration / deceleration required for the host vehicle to pass the signal. In addition, the deviation from the arrival time of the own vehicle at the maximum acceleration / deceleration with respect to the time indicated by blue that is determined to be passable is defined as the allowance time. Is to create a running pattern of the own vehicle by calculating an acceleration / deceleration that allows the signal to pass within the blue display time excluding a certain value with respect to the margin time.

Incidentally, in the section of means for solving the above-mentioned problems for explaining the constitution of the present invention, the drawings of the embodiments are used for the purpose of explaining the present invention in an easy-to-understand manner. It is not limited to this form.

[0007]

According to the present invention, the following effects can be obtained. (1) According to the invention of claim 1, the traveling of the own vehicle is performed by combining the first traveling control considering the preceding vehicle information and the second traveling control linked with the signal corresponding to the road information including the signal information. Since the pattern is created and the traveling is controlled based on the pattern, it is possible to perform appropriate traveling control according to the traveling situation such as safely stopping at the red light. (2) According to the inventions of claims 2 and 3, a first switch for selecting the first control mode, a second switch for selecting the second control mode, and further a first control mode and Since the vehicle drive control selection means having the third switch for canceling the second control mode is provided, the drive control mode can be selected according to the driver's preference. (3) According to the invention of claim 4, whether or not the own vehicle can pass the signal is judged based on the traveling state of the own vehicle, the road information, and the preceding vehicle information, and the traveling condition is determined based on the result of the signal passage judgment. Appropriate traveling control can be performed. (4) According to the invention of claim 5, gentle acceleration / deceleration is realized not only based on the latest signal display for the host vehicle but also on the basis of the result of the signal pass / fail judgment based on the signal display appearing in the future. As described above, since the traveling pattern is created by combining the first traveling control and the second traveling control, the fuel consumption is improved as compared with the case where the control is performed only on the latest signal indication.
It is possible to secure a comfortable riding comfort with reduced unnecessary acceleration and deceleration. (6) According to the invention of claim 6, the traveling pattern is created with a certain margin when determining whether or not the signal can be passed with respect to the signal blue appearance time. It is possible to cope with a sudden change in the behavior of the vehicle.

[0008]

BEST MODE FOR CARRYING OUT THE INVENTION <First Embodiment> FIG. 1 shows a schematic configuration of an embodiment of a vehicle traveling control device linked with a signal according to the present invention. The vehicle traveling control device linked to this signal includes vehicle traveling control selecting means 11 and information acquiring means 1.
2, preceding vehicle detection means 13, traveling pattern creation means 1
4. It comprises a traveling control value creating means 15 and a driving / braking force control means 16.

The vehicle travel control selection means 11 is means for selecting a vehicle travel control mode by a switch operation of a driver in a vehicle equipped with a travel control device that approaches an intersection with a signal. The vehicle traveling control device linked to the signal according to the present invention is an ACC control mode (first traveling control mode) in which the vehicle travels following the preceding vehicle while maintaining a predetermined vehicle-to-vehicle distance in a speed zone below a vehicle speed set by the driver. Not only this, it is possible to additionally select the traveling control mode (second traveling control mode) that is linked to the signal according to the driver's preference. In addition, depending on the combination of these switch operations and the switch operating state such as the priority of each mode, traveling with only ACC control (first traveling control) and signal interlocking control with ACC control (second traveling control) The vehicle traveling control can be performed according to the traveling state by switching the traveling with the addition of.

The information acquisition means 12 centrally manages the signals acquired by the vehicle speed sensor (running state detection means) 1, the navigation device 2 and the infrastructure information receiver 3 and the information of the own vehicle. Here, the vehicle speed sensor 1 detects the vehicle speed of the host vehicle, and the navigation device 2 includes a GPS receiver or the like, and acquires the vehicle position of the host vehicle, signal position information in the front, and the like. The infrastructure information receiver 3 receives various road information output from, for example, a beacon, and the latest signal information (representation, start / end time of each revelation) in the front nearest traffic signal, in the front traffic signal. The next phase (signal indication), that is, signal information (presentation, start / end time of each indication) and road information (signal position, signal) of a phase that will appear in the future with respect to the own vehicle at a traffic signal existing in the same place Receives infrastructure information such as speed limit. Representation of each signal (red, blue,
From the information on the start / end time of (yellow), the information acquisition means 12 calculates the lighting time of each display and the interval of blue display.

The preceding vehicle detecting means 13 centrally manages information about the preceding vehicle detected by the various radars 4 and the CCD camera 5. The various radars 4 detect the presence or absence of a preceding vehicle and information (speed, inter-vehicle distance) of the preceding vehicle by a laser radar or a millimeter wave radar. The CCD camera 5 detects the presence or absence of a preceding vehicle in order to complement the preceding vehicle information detected by the various radars 4.

The traveling pattern creating means 14 combines the ACC control and the signal interlocking control on the basis of the information from the vehicle traveling control selecting means 11, the information acquiring means 12 and the preceding vehicle detecting means 13 to appropriately drive the own vehicle. Create a pattern. In addition, when the vehicle traveling control selecting means 11 selects a vehicle traveling control mode in which the ACC control and the signal interlocking control are switched in accordance with the traveling state, the traveling pattern creating means 14 determines the switching, and travels the own vehicle. Create an appropriate driving pattern according to the status and signal display. If you decide to perform driving control linked to the signal,
Create a travel pattern to reduce unnecessary stoppage and sudden acceleration / deceleration, and to realize gentle acceleration / deceleration.

The traveling control value creating means 15 calculates control values such as a shift position, a throttle opening, and a brake fluid pressure for realizing the target speed and the target acceleration / deceleration of the running pattern created by the running pattern creating means 14. . Then, the drive / braking force control means 16 controls the actuator of each mechanism such as the throttle and the brake based on the control value calculated by the travel control value generating means 15.

A vehicle traveling control processing procedure in the vehicle traveling control device linked with a signal according to the present invention will be described with reference to flowcharts shown in FIGS. 2-4,
For example, it is a flow chart for explaining a processing procedure for a switch operation and control for starting the present system in the vehicle travel control selection means 11 including a CPU, a ROM, a RAM and the like. The system according to the present embodiment is
Select ACC control mode and activate ACC control A
CC switch (first switch) SW1 and ECO for selecting signal interlocking control mode and activating signal interlocking control
(Economy) switch (second switch) SW2
And three types of switches, an ACC cancel switch and / or an ECO cancel switch (third switch) SW3, are provided, and the vehicle travel control mode can be selected according to the driver's preference.

The vehicle running control selection means 11 is provided with an ACC control priority, a signal interlocking control priority, and a cancel switch depending on the operation state of each switch, that is, the order of switch operation and the priority of the control mode. The traveling control mode of the vehicle is selected according to three types of processing procedures (FIGS. 2 to 4). Here, the vehicle running control selection means 11 is configured to use the ACC cancel switch and / or the EC.
Even if the O cancel switch SW3 is not provided, at least the ACC switch SW1 and the ECO switch SW2 may be provided. The case where the cancel switch SW3 shown in FIG. 4 is provided will be described later as a second embodiment. When the driver turns on the ignition switch,
This process is started.

FIG. 2 shows a processing procedure when the vehicle traveling control mode is selected with priority given to the ACC control. First, step S
At 10, it is determined whether the ACC switch SW1 is turned on. If the determination in step S10 is affirmative and the ACC switch SW1 is on, the process proceeds to step S13,
It is determined whether the ECO switch SW2 is turned on. When the determination in step S13 is affirmative and both the ACC switch SW1 and the ECO switch SW2 are turned on, the process shifts to the switching process between the ACC control mode and the signal interlocking control mode shown in FIG. EC in step S13
When a negative determination is made that the O switch SW2 is not turned on, vehicle traveling control is performed by ACC control alone.

If a negative decision is made in step S10 that the ACC switch SW1 is not turned on, step S11
Then, the process proceeds to and it is determined whether the ECO switch SW2 is turned on. If the determination in step S11 is affirmative and the ECO switch SW2 is turned on, step S12
To turn on the ACC switch SW1 to turn on the ACC shown in FIG.
The process shifts to the control mode and the signal interlocking control mode. If a negative determination is made in step S11 that the ECO switch SW2 is off, vehicle traveling control is not performed and this processing ends.

Next, FIG. 3 shows a processing procedure when the traveling control mode is selected with the signal interlocking control priority. First, in step S20, it is determined whether the ECO switch SW2 is turned on. In step S20, the ECO switch S
If a positive determination is made that W2 is on, step S
22. It is determined whether the ACC switch SW1 is turned on in step 22. Step S22 is positively determined and AC
When both the C switch SW1 and the ECO switch SW2 are turned on, the process shifts to the switching process between the ACC control mode and the signal interlocking control mode shown in FIG. Step S
When the determination result of 22 is negative and the ACC switch SW1 is not turned on, the ACC switch SW1 is turned on in step S23.
1 is turned on to shift to the switching process between the ACC control mode and the signal interlocking control mode shown in FIG.

On the other hand, if step S20 is answered in the negative, E
If the CO switch SW2 is not turned on, the process proceeds to step S21, and it is determined whether or not the ACC switch SW1 is turned on. When the affirmative determination is made that the ACC switch SW1 is turned on in step S21, the vehicle traveling control by the ACC control alone is performed. When the negative determination is made in step S21 and the ACC switch SW1 is not turned on, vehicle traveling control is not performed.

As described above, the ACC switch SW1
With the combination of the ECO switch SW2 and the ECO switch SW2, it is possible to select the vehicle traveling control mode according to the driver's preference from ACC control alone or switching between ACC control and signal interlocking control.

Next, the vehicle running control selecting means 1 described above.
In the vehicle traveling control mode selection processing in No. 1, the processing procedure when it is determined to switch between the ACC control mode and the signal interlocking control mode will be described with reference to the flowchart shown in FIG. The process of switching between the ACC control mode and the signal interlocking control mode is performed by the traveling pattern creation means 14 based on the information from the information acquisition means 12 and the preceding vehicle detection means 13. The own vehicle is controlled to travel in the ACC control mode so as to travel at a speed equal to or lower than the set vehicle speed set by the driver. This processing is performed by the travel pattern creating means 14 in the ACC control mode selected by the vehicle travel control selecting means 11. It is started by receiving the signal of the signal interlocking control mode switching.

In step S100, the presence / absence of a preceding vehicle affecting the own vehicle is detected from the relative vehicle speed and the inter-vehicle distance based on the information detected by the various radars 4 and CCD camera 5 of the preceding vehicle detecting means 13. In step S101,
Based on the detection result detected by the preceding vehicle detection means 13, it is determined whether or not there is a preceding vehicle that affects the host vehicle. When it is determined in step S101 that there is no preceding vehicle, the process proceeds to step S400. In step S400,
The information of the signal existing in the immediate front of the own vehicle (the distance to the signal, the time when the signal is blue) is read by the infrastructure information receiver 5. Based on the read signal information (distance), the speed of the host vehicle detected by the vehicle speed sensor 1, and the acceleration / deceleration data, the signal arrival time until the host vehicle reaches the latest signal is calculated in step S401.

Here, the signal arrival time of the host vehicle is calculated according to the current running state, and for example, how many seconds (s seconds) after the present time the signal will arrive at the signal. The following two are the current running conditions. When your vehicle is traveling at the set speed: Running at a constant speed at the set speed When your vehicle is traveling at or below the set speed: After accelerating to the set speed and after reaching the set speed, running at the set speed

In subsequent step S402, whether or not the signal can be passed in the current traveling state is determined by comparing the signal information (green time) with the signal arrival time (s seconds) of the own vehicle calculated in step S401. . Start / end time of the green light received by the infrastructure information receiver 3, and
From the blue manifestation interval it can be determined after s seconds whether the signal manifestation is blue. Step S402
If it is determined that the latest signal can be passed in the current traveling state, the process proceeds to step S1000 to select the ACC control mode. The traveling pattern by the ACC control will be described later with reference to FIG. On the other hand, step S402
Then, if a negative determination is made that the signal cannot be passed in the current traveling state, the process proceeds to step S2000 to select the traveling control mode linked with the signal. The traveling pattern by the traveling control linked with the signal will be described later with reference to FIG.

If it is determined in step S101 that there is a preceding vehicle, the process proceeds to step S102 to acquire information about the preceding vehicle. In step S102, data of the speed, acceleration / deceleration, and inter-vehicle distance of the preceding vehicle calculated by the preceding vehicle detection unit 13 are read in as information on the preceding vehicle based on the information detected by the various radars 4 and the CCD camera 5. In step S103, the speed of the host vehicle is compared with the speed of the preceding vehicle to determine whether the host vehicle approaches or leaves the preceding vehicle.

When the affirmative determination is made in step S103 and the vehicle is approaching the preceding vehicle, the process proceeds to step S200.
The information of the signal (distance to the signal, signal blue display time) existing immediately in front of the own vehicle acquired by the infrastructure receiver 3 is read. Here, the signal blue presentation time is the lighting time of the blue signal from the start of the blue presentation when the red signal changes to the green signal to the end of the blue presentation when the yellow signal changes, and is compared with the signal arrival time (s seconds). Is expressed in seconds. The above-mentioned green time is the same as the signal blue display time. Step S2
In 01, the signal arrival time (s seconds) of the own vehicle in the current traveling state is calculated based on the signal information regarding the distance, the speed of the own vehicle, and the acceleration / deceleration data. Here, it is assumed that the current traveling state until the arrival of the signal is acceleration / deceleration or constant-speed traveling (depending on the vehicle speed of the own vehicle that has arrived) until catching up with the preceding vehicle, and then traveling following the preceding vehicle. In subsequent step S202, whether or not the signal can pass in the current traveling state is determined by comparing the signal information regarding the green time and the signal arrival time (s seconds) of the own vehicle calculated in step S201.

If a positive determination is made in step S202 that the latest signal can be passed in the current traveling state, step S202
Proceed to 1000 to select the ACC control mode. on the other hand,
When a negative determination is made in step S202 that the signal cannot be passed in the current traveling state, the process proceeds to step S2000 to select the signal interlocking control mode.

On the other hand, if it is determined in step S103 that the speed of the preceding vehicle is higher than the speed of the own vehicle and the own vehicle is separated from the preceding vehicle, the process proceeds to step S104 and the speed of the own vehicle reaches the set vehicle speed. Is determined. If the determination in step S104 is affirmative and the speed of the host vehicle has reached the set vehicle speed, the process proceeds to step S300, and information on the signal existing in the immediate front of the host vehicle acquired by the infrastructure receiver 3 (distance to the signal, Signal blue display time). In step S301, the signal arrival time of the host vehicle in the current traveling state (here, constant speed traveling at the set speed) is calculated based on the signal information regarding the distance and the speed data of the host vehicle. In step S302, whether or not the signal can pass in the current traveling state is determined by comparing the signal information regarding the green time and the signal arrival time of the host vehicle calculated in step S301.

If the affirmative determination is made in step S302 that the host vehicle can pass the signal in the current traveling state, the process proceeds to step S1000 to select the ACC control mode. If a negative determination is made in step S302 that the host vehicle cannot pass the signal in the current traveling state, the process proceeds to step S2000 to select the signal interlocking control mode.

If a negative decision is made in step S104 that the speed of the host vehicle has not reached the set vehicle speed, step S104
The routine proceeds to 105 where it is determined whether the speed of the preceding vehicle is faster than the set vehicle speed of the host vehicle. If the determination in step S105 is affirmative and the speed of the preceding vehicle is faster than the set vehicle speed of the host vehicle, the process proceeds to step S107. In step S107, the information (distance to the signal, signal blue appearance time) of the signal existing immediately in front of the vehicle acquired by the infrastructure information receiver 3 is read. In step S108, the signal arrival time of the host vehicle in the current traveling state is calculated based on the signal information regarding the distance, the speed of the host vehicle, and the acceleration / deceleration data. Here, the current running state until the vehicle reaches the signal is
It is assumed that the vehicle accelerates to the set vehicle speed and then runs at a constant speed.
In a succeeding step S109, whether or not the signal can be passed in the current traveling state is determined by comparing the signal information regarding the green time with the signal arrival time of the own vehicle calculated in step S108.

If it is determined in step S109 that the signal can be passed in the current traveling state, step S100 is performed.
Proceed to 0 to select the ACC control mode. On the other hand, when a negative determination is made in step S109 that the signal cannot be passed in the current traveling state, the process proceeds to step S2000 to select the signal interlocking control mode.

If a negative decision is made in step S105 that the speed of the preceding vehicle is slower than the set vehicle speed of the host vehicle, then the processing advances to step S106, at which it is judged whether or not the host vehicle will catch up with the preceding vehicle in the current traveling state. . If an affirmative decision is made in step S106 that the host vehicle will catch up with the preceding vehicle, the operation proceeds to step S200. Step S200 to Step S20
The processes up to 2 are the same as the above-described processing procedure, and therefore will be omitted. However, in the current traveling state, the vehicle is accelerated until it approaches a predetermined distance from the preceding vehicle, and then the vehicle is driven at a constant speed. In step S202, signal information related to green time and step S20
By comparing with the signal arrival time of the own vehicle calculated in 1, it is determined whether or not the signal can pass in the current traveling state.

If it is determined in step S202 that the signal can be passed in the current traveling state, step S100 is performed.
Go to 0 and select the ACC control mode. Step S2
If the negative determination is made in 02 that the signal cannot be passed in the current traveling state, the process proceeds to step S2000 to select the signal interlocking control mode.

On the other hand, if it is determined in step S106 that the preceding vehicle cannot be caught up in the current traveling state of accelerating to the set vehicle speed and then traveling at a constant speed, step S10 is performed.
Proceed to 7. Steps S107 to S109 are the same as the processing procedure described above, and the ACC control mode or the signal interlocking control mode is selected according to the determination result in step S109.

As described above, the traveling control of the vehicle can be performed by combining the ACC control considering the preceding vehicle information and the signal interlocking control according to the signal information such as the distance to the signal and the blue display time. . In addition, the ACC switch SW1,
By operating the ECO switch SW2, it is possible to select the traveling control mode according to the driver's preference. Also,
A based on signal information, preceding vehicle information and own vehicle speed
Since either the CC control mode or the signal interlocking control mode is selected, the traveling of the vehicle can be controlled in an appropriate traveling control mode according to the current traveling state of the host vehicle.

<< Procedure of Creating Traveling Pattern in Signal-Interlocking Control Mode >> Next, the procedure of creating a traveling pattern in the signal-interlocking control mode (second control mode) will be described with reference to the flowchart of FIG. When the traveling control mode linked to the signal is selected in step S2000 described above, the traveling pattern creating means 14 performs the following processing. Here, step S2000
That the signal interlocking control mode is selected means that it is determined that the latest signal cannot be passed in the current traveling state.

First, in step S500, it is determined whether the vehicle speed of the host vehicle has reached the set vehicle speed. Step S
If the affirmative determination is made in 500 that the vehicle speed of the host vehicle has reached the set vehicle speed, the vehicle cannot accelerate beyond the set vehicle speed, so the mode of travel control by deceleration is entered, and step S
Proceed to 700. In step S700, it is determined whether the vehicle speed of the host vehicle is equal to or less than a fixed value (for example, 10 km / h). If the vehicle speed is slower than a certain value, it is inefficient to determine whether or not the signal can be passed by deceleration. In step S600,
The deceleration required to stop at the signal is calculated from the current vehicle speed of the host vehicle and the distance to the signal. Step S60
In step 1, it is determined whether or not the deceleration calculated for the stop in step S600 is 0.1 G or more. Step S
If 601 is affirmatively determined and the deceleration required for stopping is 0.1 G or more, the process proceeds to step S4000, and control is performed to calculate the calculated deceleration required for stopping by the travel control value creating means 15. Set as the target value. On the other hand, when the negative determination is made in step S601 and the deceleration required for the stop is 0.1 G or less, it is determined that the deceleration stop is still early, and this process is ended to continue the current traveling.

In step S700, the vehicle speed of the host vehicle is 10k.
When it is determined that the speed is m / h or more, the traveling control mode by deceleration is continued, and the process proceeds to step S701. In step S701, the signal passage arrival time at the maximum deceleration in the traveling control linked with the signal is calculated. Here, the maximum deceleration in the traveling control linked to the signal is an appropriate deceleration of 0.1 G or the minimum deceleration that does not collide with the preceding vehicle. In step S702, the signal information regarding the green time is compared with the signal arrival time of the own vehicle calculated in step S701 to determine whether or not the signal can pass when the vehicle is decelerated at the maximum deceleration in the traveling control linked to the signal. Make a decision.

When it is determined in step S702 that the vehicle can be decelerated at the maximum deceleration in the traveling control linked with the signal and the signal can be passed, the process proceeds to step S703.
In step S703, it is calculated how much leeway exists in the signal arrival time at the maximum deceleration of the host vehicle with respect to the blue indication time of the signal. Here, the allowance time indicates how many seconds after the traffic light display changes from red to blue, the own vehicle reaches the traffic light. In other words, when the vehicle is decelerated at the maximum deceleration, the vehicle speed of the host vehicle drops rapidly, and the signal arrival time becomes long. Therefore, the margin time is calculated to shorten the signal arrival time and determine whether or not the signal can be reached with gentle deceleration. In step S704, this margin time is a fixed value γ seconds (for example, 1
Second)) or more.

If it is determined in step S704 that the allowance time is equal to or less than the constant value γ seconds, it is determined that the signal cannot pass when the deceleration is equal to or less than the maximum deceleration, and the process proceeds to step S4001 in which the travel control value creating means 15 determines the maximum deceleration. Set as the target value of the calculated control value. On the other hand, if it is determined in step S704 that the margin time is equal to or greater than the fixed value γ seconds (for example, 1 second), the process proceeds to step S705. In step S705,
Allowance time δ at maximum deceleration to reduce deceleration
Second to fixed time γ seconds (eg 1 second) to ensure safety
Is subtracted from the signal arrival time at the maximum deceleration, and this value is used as the signal arrival time to calculate the deceleration required for signal passage. In other words, the signal arrival time is shorter than that of reaching the signal by decelerating at the maximum deceleration,
The signal can be reached and passed at a slower deceleration than at the maximum deceleration. In step S4000,
The deceleration required for passing the signal calculated in step S705 is set as the target value of the control value calculated by the traveling control value creating unit 15.

If it is determined in step S702 that the signal cannot be passed by the deceleration at the maximum deceleration in the traveling control interlocked with the signal, the deceleration stop mode is entered and the process proceeds to step S600. In step S600, as described above, the deceleration required to stop at the signal is calculated from the current speed of the host vehicle and the distance to the signal. When it is determined in step S601 that the required deceleration is 0.1 G or more, the process proceeds to step S4000 and the deceleration required for stopping is set as the target value of the control value calculated by the traveling control value creating means 15. To do. If the determination in step S601 is negative, this process ends.

If it is determined in step S500 that the current vehicle speed of the host vehicle has not reached the set vehicle speed,
In step S501, it is determined whether or not there is a preceding vehicle, or if there is a preceding vehicle, whether to catch up with the preceding vehicle. If it is determined in step S501 that there is no preceding vehicle, or there is a preceding vehicle but the host vehicle cannot catch up with the preceding vehicle, the process proceeds to step S514, and the absolute value of the maximum acceleration / deceleration of the traveling control linked to the signal is set. 0.1
Set to G. If it is determined in step S501 that the preceding vehicle is present and the own vehicle catches up with the preceding vehicle, step S501
Proceed to 502. In step S502, since the host vehicle has not reached the set vehicle speed, acceleration may be performed within a range that does not collide with the preceding vehicle until the set vehicle speed is reached.
Calculate maximum acceleration or minimum deceleration. Step S
In step 503, it is determined whether the maximum acceleration that does not collide with the preceding vehicle calculated in step S502 is larger than 0.1 G or the minimum deceleration that does not collide with the preceding vehicle is smaller than -0.1 G (small deceleration).

If it is determined in step S503 that the maximum acceleration that does not collide with the preceding vehicle is larger than 0.1 G or the minimum deceleration that does not collide with the preceding vehicle is smaller than -0.1 G, the process proceeds to step S504. Then, the absolute value of the maximum acceleration / deceleration of the signal interlocking control is set to 0.1G. In step S503, the maximum acceleration that does not collide with the preceding vehicle is 0.
If it is determined that the minimum deceleration that is smaller than 1 G or does not collide with the preceding vehicle is larger than -0.1 G (large deceleration), the process proceeds to step S505 and step S505.
The maximum acceleration or the minimum deceleration that does not collide with the preceding vehicle calculated in 502 is set as the maximum acceleration / deceleration value of the signal-linked control.

In step S506, the target signal display for judging whether or not the signal can pass is selected. Among the signals existing at the same location, the signal display that appears most recently or in the future with respect to the host vehicle is the selection target of the target signal display. Here, the phase (shown in blue) at which the host vehicle passes the signal is selected based on the signal information of the signal immediately before the vehicle and the traveling state of the vehicle.

In the following step S507, step S
From the selection result of 506, it is determined whether or not the target signal indication is present. When it is determined in step S507 that the target signal indication does not exist, the stop mode for stopping at the signal is entered, and the process proceeds to step S600. As described above, in step S600, the deceleration required to stop at the signal is calculated from the current speed of the host vehicle and the distance to the signal. If it is determined in step S601 that the required deceleration is 0.1 G or more, the process proceeds to step S4000 to set the deceleration required to stop the traveling control value creating unit 15.
Set as the target value of the control value calculated in. Step S
When the determination of 601 is negative, this processing ends.

If it is determined in step S507 that the target signal display is present, the flow advances to step S508 to determine whether the target signal display is blue display 2. When the affirmative determination is made in step S508 and the target signal indication is the blue indication 2, the traveling control mode by deceleration is entered, and the process proceeds to step S700. As described above, step S700
Then, it is determined whether or not the vehicle speed of the host vehicle is a fixed value (for example, 10 km / h) or less. If it is determined in step S700 that the vehicle speed is slower than a fixed value, the deceleration stop mode is entered, and the process proceeds to step S600.

On the other hand, when it is determined in step S700 that the vehicle speed of the host vehicle is 10 km / h or more, the traveling control mode by deceleration is continued and the process proceeds to step S701.
In step S701, the signal passage arrival time at the maximum deceleration (0.1 G or an appropriate deceleration of the minimum deceleration that does not collide with the preceding vehicle) in the traveling control linked to the signal is calculated. In step S702, the signal information regarding the green time is compared with the signal arrival time of the own vehicle calculated in step S701 to determine whether or not the signal can pass when the vehicle is decelerated at the maximum deceleration in the traveling control linked to the signal. Make a decision.

If it is determined in step S702 that the vehicle can be decelerated at the maximum deceleration in the traveling control linked to the signal and the signal can be passed, the process proceeds to step S703.
In step S703, how much margin time is available for the signal arrival time at the maximum deceleration of the vehicle with respect to the green time of the signal is calculated. In step S704, it is determined whether or not this margin time is equal to or less than a fixed value γ seconds (for example, 1 second) for ensuring safety.

If it is affirmatively determined in step S704 that the margin time is equal to or less than the constant value γ seconds, it is determined that the signal cannot pass when the deceleration is equal to or less than the maximum deceleration, and the process proceeds to step S4001 to set the maximum deceleration to the travel control value creating means 15 Set as the target value of the control value calculated in. On the other hand, if it is determined in step S704 that the margin time is equal to or greater than the fixed value γ seconds (for example, 1 second), the process proceeds to step S705. In step S705, in order to reduce the deceleration, a certain time γ seconds (for example, 1
The time (δ−γ seconds) after subtracting the second) is subtracted from the signal arrival time at the maximum deceleration, and this value is used as the signal arrival time to calculate the deceleration required for signal passage. Step S4000
Then, the deceleration required for passing the signal calculated in step S705 is set as the target value of the control value calculated by the traveling control value creating means 15.

If it is determined in step S702 that the signal cannot be passed by deceleration at the maximum deceleration in the traveling control linked to the signal, the deceleration stop mode is entered and the process proceeds to step S600. In step S600, as described above, the deceleration required to stop at the signal is calculated from the current speed of the host vehicle and the distance to the signal. When it is determined in step S601 that the required deceleration is 0.1 G or more, the process proceeds to step S4000, and the deceleration required for stopping is set as the target value of the control value calculated by the traveling control value creating means 15. To do. If the determination in step S601 is negative, this process ends.

If the determination in step S508 is negative and the target signal display is blue display 1, the vehicle travel control mode by acceleration is entered, and the flow advances to step S509 to calculate the signal arrival time of the host vehicle at maximum acceleration. Here, the maximum acceleration uses the value set in step S504, step S505, or step S514 described above. In the following step S510, the signal information regarding the green time and the step S5
By comparing with the signal arrival time of the own vehicle calculated in 09, it is determined whether or not the signal can pass when the vehicle is accelerated at the maximum acceleration in the traveling control linked to the signal.

When it is determined in step S510 that the vehicle can accelerate at the maximum acceleration in the traveling control linked to the signal and pass the signal, the process proceeds to step S511. Step S5
In 11, a calculation is made as to how much time is left for the signal arrival time at the maximum acceleration of the own vehicle with respect to the green time of the signal, that is, for how many seconds the signal arrival time of the own vehicle can be lengthened. In step S512, it is determined whether or not this margin time is a fixed value γ seconds (for example, 1 second) or more for ensuring safety.

If it is determined in step S512 that the margin time is less than the fixed value γ seconds, it is determined that the signal cannot pass when the acceleration is less than the maximum acceleration, and the process proceeds to step S3001 to calculate the maximum acceleration by the travel control value creating means 15. Set as the target value for the control value. On the other hand, if it is determined in step S512 that the margin time is equal to or greater than the fixed value γ seconds (for example, 1 second), the process proceeds to step S513. In step S513,
To reduce the acceleration, allowance time δ at maximum acceleration
Second to fixed time γ seconds (eg 1 second) to ensure safety
The time (δ−γ seconds) from which is subtracted is added to the signal arrival time at the maximum acceleration, and this value is used as the signal arrival time to calculate the acceleration required for signal passage. In other words, the signal arrival time is longer than that at acceleration at the maximum acceleration to reach the signal, and the signal can be reached and passed at a gentler acceleration than the acceleration at the maximum acceleration. In step S3000,
The acceleration required for passing the signal calculated in step S513 is set as the target value of the control value calculated by the traveling control value creating means 15.

The traveling control value creating means 15 uses the steps S3000, S3001, and S40 described above.
00 and step S4001 calculate control values such as the shift position, throttle opening, and brake fluid pressure for realizing the target acceleration or target deceleration set respectively. The calculated control value is the driving / braking force control means 1
6, the throttle and the brake are controlled to realize the target acceleration / deceleration calculated by the traveling pattern creating means 14 described above, and the vehicle traveling control is performed.

Next, the selection of the target signal display in step S506 described above will be explained using the flowchart shown in FIG. First, in step S6000, the signal arrival time in the current traveling state is calculated. Here, in the current traveling state, it is assumed that the vehicle is accelerated to the set vehicle speed and then travels at a constant speed. In step S6001, two blue indication data that are close in time to the signal arrival time of the vehicle are acquired. The blue representation that appears earlier in time is blue representation 1 and blue representation 1
The blue manifestation that appears next to is referred to as blue manifestation 2. Step S
In 6002, the two blue showing data obtained in step S6001 and the above-described steps S504 and S4.
Based on the maximum acceleration / deceleration value of the signal interlocking control set in step 505 or step S514, the signal passability determination map shown in FIG. 8 is created. The horizontal axis of FIG. 8 indicates the passage of time, the vertical axis indicates the positional relationship between the host vehicle and the signal, and the upward direction of the vertical axis indicates that the host vehicle approaches the signal. Further, if the slope is steeper than the dotted line indicating constant speed running, it indicates acceleration, and if the slope is gentle, it indicates deceleration.

FIG. 8 (a) is a signal passability determination map, which shows that if the host vehicle is in the shaded area, it is possible to pass the signal by blue indication 1 or blue indication 2. Figure 8
(B) shows a selection pattern of blue display, and if the own vehicle exists within the range shown by the dotted line, the signal can pass through blue display 1 or blue display 2 at a constant speed. If the host vehicle is in the black-painted portion, the above-described step S504,
It indicates that the signal can pass through the blue indication 1 or the blue indication 2 by accelerating or decelerating at the maximum acceleration / deceleration value of the signal interlocking control set in step S505 or step S514. In addition, when the own vehicle is in the range of 1k, the signal can pass by the blue indication 1 by accelerating at the maximum acceleration or less, and when the own vehicle is in the range of 2g, the vehicle decelerates at the maximum deceleration or less. As a result, the signal can pass through the blue display 2.

In step S6003, step S600
It is determined whether the own vehicle cannot pass the signal from the signal passability determination map of FIG. If it is determined in step S6003 that the host vehicle is within the signal passage impossible range of the signal passage possibility determination map and it is determined that the signal passage is impossible, the target signal is not displayed and the process ends.
On the other hand, if it is determined in step S6003 that the host vehicle is within the signal passable range of the signal passability determination map and the signal is passable, the process proceeds to step S6004. Step S
At 6004, it is determined whether or not the own vehicle can pass the signal in blue indication 1. If it is determined in step S6004 that the host vehicle exists in the range 1k or the black-painted portion and the signal can pass through the blue indicator 1, the process proceeds to step S6005. To judge. If it is determined in step S6005 that the host vehicle is in the range 1k and the blue indicator 2 cannot pass the signal, step S7 is performed.
000 to set the blue signal 1 as the target signal signal.

In step S6005, the own vehicle is shown in FIG.
If it is present in the black-painted portion of (b) and it is determined that the signal can pass even in the blue indication 2, the process proceeds to step S6006. In step S6006, of the acceleration and deceleration required to pass the signal, the behavior having the smaller absolute value is determined.
If it is determined in step S6006 that the absolute value of acceleration is smaller and the behavior is smaller when acceleration is performed, step S7
000 to set blue indication 1 as the target signal indication. If it is determined in step S6006 that the absolute value of deceleration is smaller and the behavior is smaller when deceleration is performed, the process proceeds to step S7001 and blue indication 2 is set as the target signal indication.

As described above, the traveling control linked with the signal is performed by taking into consideration the presence or absence of the preceding vehicle and the traveling state of the preceding vehicle, so that the appropriate traveling pattern of the own vehicle can be set so as to set the appropriate acceleration / deceleration. Can be created and the traveling control can be performed. Further, by providing a margin time that secures a safety margin in the signal arrival time at the maximum acceleration / deceleration, the traveling control can be performed with gentle acceleration / deceleration, and the riding comfort can be improved. Not only in the immediate vicinity of the own vehicle but also by setting the future signal blue indication as the target signal indication for signal passage, it is possible to reduce unnecessary acceleration / deceleration and stop, and perform traveling control with gentle behavior. You can

<< Procedure of Creating Travel Pattern in ACC Control Mode >> Next, the procedure of creating a travel pattern in the ACC control mode (first control mode) will be described with reference to the flowchart of FIG. Step S described above
When the ACC control mode is selected in 1000, the traveling pattern creating means 14 performs the following processing. Here, the selection of the ACC control in step S1000 means that it is determined that the signal can be passed in the current traveling state.

First, in step S800, the presence / absence of a preceding vehicle is determined. The detection of the preceding vehicle is performed by the preceding vehicle detection means 13 as described above. If it is determined in step S800 that there is no preceding vehicle, the process proceeds to step S900. In step S900, it is determined whether or not the speed of the host vehicle is the set vehicle speed in order to determine whether or not it is necessary to accelerate. When the affirmative determination is made in step S900 and the speed of the host vehicle is the set vehicle speed, constant speed traveling is performed at the set vehicle speed. If the determination in step S900 is negative, the vehicle speed is equal to or lower than the set vehicle speed. Therefore, the process proceeds to step S5000, the vehicle is accelerated until the vehicle speed reaches the set vehicle speed, and then constant speed traveling is performed.

If it is determined in step S800 that there is a preceding vehicle, the flow advances to step S801 to determine whether the vehicle speed of the host vehicle is faster than the vehicle speed of the preceding vehicle. If an affirmative decision is made in step S801 that the host vehicle is faster than the preceding vehicle, the operation proceeds to step S5003. Step S5
In 003, the host vehicle gradually decelerates by the ACC control until it approaches the preceding vehicle, and then follows the vehicle after approaching. On the other hand, if it is determined in step S801 that the vehicle speed of the host vehicle is slower than the vehicle speed of the preceding vehicle, the process proceeds to step S802.
In step S802, it is determined whether or not the own vehicle speed is the set vehicle speed in order to determine whether or not the own vehicle may accelerate in the future. If an affirmative decision is made in step S802 that the vehicle speed of the host vehicle is the set vehicle speed, the host vehicle does not accelerate and therefore the routine proceeds to step S5002 and the AC
By C control, the host vehicle runs at a constant speed at the set vehicle speed.

If it is determined in step S802 that the speed of the host vehicle is less than or equal to the set vehicle speed, the host vehicle may accelerate in the future, so the process proceeds to step S803. In step S803, it is determined whether or not the vehicle speed of the preceding vehicle is equal to or lower than the set vehicle speed of the own vehicle in order to determine whether or not the own vehicle approaches the preceding vehicle when the own vehicle accelerates. Step S803
If it is determined that the vehicle speed of the preceding vehicle is equal to or lower than the set vehicle speed of the own vehicle, the own vehicle approaches the preceding vehicle, and therefore in step S5001, the own vehicle is gradually accelerated by the ACC control until it approaches the preceding vehicle. , Follow up after approaching. On the other hand, if it is determined in step S803 that the vehicle speed of the preceding vehicle is equal to or higher than the set vehicle speed of the host vehicle, the preceding vehicle cannot keep up with the preceding vehicle even if the host vehicle accelerates.
The host vehicle accelerates to the set vehicle speed and then runs at a constant speed.

<< Second Embodiment >> In the second embodiment, the vehicle running control selection means 11 in the first embodiment described above is further provided with an ACC cancel switch and / or an ECO cancel switch (third embodiment). Switch) SW3 is provided.

FIG. 4 shows a processing procedure when the traveling control mode is selected by providing the ACC cancel switch or / and the ECO cancel switch (third switch) SW3.
It is shown in the flowchart. In this case, not only the signals from the ACC switch SW1 and the ECO switch SW2,
The signal from the ACC cancel switch or / and the ECO cancel switch (third switch) SW3 is also added for the processing.

First, in step S30, the ACC switch S
It is determined whether at least one of W1 and ECO switch SW2 is turned on. If the determination in step S30 is affirmative and at least one of the ACC switch SW1 and the ECO switch SW2 is turned on, the process proceeds to step S31. When an affirmative determination is made in step S31 that the ACC switch SW1 is turned on, it is determined in step S34 whether the ACC cancel switch is turned on. When the affirmative determination is made in step S34 and the ACC cancel switch is turned on, vehicle traveling control is not performed. In step S34, the ACC cancel switch is not turned on, and the ECO switch S
When it is determined that W2 is not turned on, the vehicle traveling control is performed by the ACC control alone.

When the negative determination is made in step S31 and the ACC switch SW1 is not turned on, it is determined that the ECO switch SW2 is turned on, and the process proceeds to step S32. In step S32, it is determined whether the ECO cancel switch is turned on. If the affirmative determination is made that the ECO cancel switch is turned on in step S32, vehicle traveling control is not performed. Step S32
Is determined negative, the ECO cancel switch is not turned on, and the ACC switch SW1 is not turned on, the process proceeds to step S33. In step S33, the ACC switch SW1 is turned on, and the process proceeds to the switching process between the ACC control mode and the signal interlocking control mode shown in FIG. On the other hand, when the negative determination is made in step S30 and neither the ACC switch SW1 nor the ECO switch SW2 is turned on, vehicle traveling control is not performed.

AC as shown in the flow chart of FIG.
By providing the C cancel switch and / or the ECO cancel switch SW3, the vehicle traveling control mode can be selected according to the driver's preference. here,
In the case of the vehicle running control device including the ACC cancel switch and / or the ECO cancel switch SW3 shown in FIG. 4, the ACC switch SW1 and the ECO switch S
Even if W2 is not provided separately, one switch may be provided to activate the ACC control and the signal interlocking control in association with each other, and the driver may cancel the unnecessary control mode by the cancel switch.

In the above-described embodiment, the absolute value of the maximum acceleration / deceleration value in the control mode linked with the signal is set to 0.
Although the value is set to 1 G, the value is not limited to this value and may be any appropriate acceleration / deceleration value capable of accelerating / decelerating with a gentle behavior to improve fuel efficiency and ensure a comfortable riding comfort.
Further, although it has been stated that the vehicle traveling control selecting means is provided with three types of switches and the traveling control mode is selected by these operations, the optimal traveling is achieved by combining the ACC control and the signal interlocking control without providing these switches. It is only necessary to create a pattern and control the traveling of the vehicle.

Further, the signal arrival time of the own vehicle was calculated from the viewpoint of how many seconds after the present time it reaches the signal,
The time at which the vehicle arrives at the signal may be calculated from the current time and compared with the start time and end time of the blue indication.

As described above, the vehicle running control device interlocked with a signal according to the present invention combines the ACC control and the signal interlocking control, and based on the running state of the own vehicle, the running state of the preceding vehicle and the signal information. Since I controlled the running of the vehicle, I can safely stop at the red light,
It is possible to reduce wasteful acceleration and deceleration even when stopping or passing a signal at a signal to improve fuel efficiency and ensure a comfortable ride.

[Brief description of drawings]

FIG. 1 is a conceptual diagram showing a basic configuration of an embodiment of a vehicle traveling control device linked with a signal according to the present invention.

FIG. 2 is a diagram showing a relationship between switch operation and traveling control in the case of ACC priority.

FIG. 3 is a diagram showing the relationship between switch operation and traveling control in the case of prioritizing signal interlocking control.

FIG. 4 is a diagram showing a relationship between a switch operation and a traveling control when the ACC / ECO switch SW2 is used.

FIG. 5 is a flowchart showing a switching processing procedure of ACC control and signal interlocking control in the travel pattern creating means 14.

FIG. 6 is a flowchart showing a processing procedure of signal interlocking control in the traveling pattern creating means 14.

FIG. 7 is a flowchart showing a target signal display selection processing procedure in creating a traveling pattern of signal interlocking control.

FIG. 8A is a map diagram for determining whether or not a signal can be passed, and FIG. 8B is a diagram showing a target signal display selection pattern.

FIG. 9 is a flowchart showing a processing procedure of ACC control in the travel pattern creating means 14.

[Explanation of symbols]

1: Vehicle speed sensor 2: Navigation 3: Infrastructure information receiver 4: Various radars 5: CCD camera 11: Vehicle traveling control selection means 12: Information acquisition means 13: Leading vehicle detection means 14: Driving pattern creating means 15: Travel control value creation means 16: Driving / braking force control means

Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) // G08G 1/16 G08G 1/16 A EF term (reference) 3D044 AA21 AA25 AB01 AC03 AC22 AC24 AC26 AC28 AC56 AC58 AC59 AD04 AD21 AE01 AE04 AE07 AE14 3D046 BB18 BB19 EE01 GG02 HH20 HH22 3G093 AA01 BA23 CB10 DA06 DB05 DB11 DB15 DB16 DB18 EA09 EB04 EC01 EC04 FA02 FA11 FA12 FB01 FB02 FB05 5H180 AA01 CC04 CC27 FF02

Claims (6)

[Claims] 1. An information acquisition unit for acquiring road information including at least signal information, a preceding vehicle detection unit for detecting preceding vehicle information, and a first vehicle considering preceding vehicle information detected by the preceding vehicle detection unit. On the basis of the travel pattern created by the travel pattern creation means for creating a travel pattern of the host vehicle by combining the travel control and the second travel control linked with the signal according to the road information, A vehicle traveling control device interlocked with a signal, comprising: traveling control means for controlling traveling of the host vehicle. 2. A vehicle traveling control device interlocked with a signal according to claim 1, wherein a first switch for selecting a first control mode for performing vehicle traveling control by the first traveling control, and the second switch And a second switch for selecting a second control mode for performing vehicle traveling control by the vehicle traveling control, and selects the vehicle traveling control mode based on operating states of the first switch and the second switch. The vehicle further includes a vehicle travel control selection means, wherein the travel pattern creation means interlocks with a signal characterized by performing creation of a travel pattern of the own vehicle based on the vehicle travel control mode selected by the vehicle travel control means. Vehicle driving control device. 3. A vehicle travel control device interlocked with a signal according to claim 2, wherein the vehicle travel control selection means is a third switch for canceling the first control mode and / or the second control mode. A vehicle travel control device interlocked with a signal, further comprising: a vehicle travel control mode selected in consideration of the operation of the third switch. 4. The vehicle running control device interlocked with the signal according to claim 1, further comprising a running state detecting means for detecting a current running state of the own vehicle including at least a vehicle speed, and the running pattern creating means, A signal of the own vehicle based on the current traveling state of the own vehicle detected by the traveling state detection means, road information acquired by the information acquisition means, and preceding vehicle information detected by the preceding vehicle detection means. A combination of a first traveling control in consideration of the preceding vehicle information and a second traveling control linked with a signal according to the road information is performed based on the determination result of the signal passage availability determined by the determination. A vehicle traveling control device linked with a signal, which is characterized by creating a traveling pattern of the own vehicle. 5. The vehicle running control device interlocked with a signal according to claim 4, wherein the running pattern creating means uses the same signal to provide future signals to the own vehicle when determining whether the own vehicle can pass a signal. A combination of the first traveling control and the second traveling control is performed so as to determine whether or not a signal can be passed according to the signal indication that appears in FIG. A vehicle traveling control device linked with a signal, which is characterized by creating a traveling pattern of the own vehicle. 6. A vehicle travel control device interlocked with a signal according to claim 4, wherein the travel pattern creation means is capable of passing when calculating the acceleration / deceleration required for the host vehicle to pass the signal. The time allowed for the vehicle to reach the maximum acceleration / deceleration with respect to the time indicated by the blue indication is defined as the allowance time. The vehicle running control device interlocked with the signal is characterized in that the running pattern of the own vehicle is created by calculating the acceleration / deceleration that allows the signal to pass within the blue display time excluding a constant value for.