JP2006168509A - Automatic traveling controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent unnecessary control release by eliminating the reflective brake operation of a driver. <P>SOLUTION: In the automatic traveling controller, the brake operating status of the driver is detected, and the lighting of the brake lamp of a preceding vehicle is detected. When preliminarily set tightness requirements are satisfied in the brake operating status from the lighting detection point of time of the brake lamp of the preceding vehicle, the control release of an auto-cruise control means is detected. When the driver reflectively operates the brake for any internal or external reason, it is possible to determine that this is not any intentional operation from the brake operation status. Thus, it is possible to maintain the auto-cruise control, and to prevent any unnecessary control release or any resume operation accompanied with this. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an automatic travel control device.

In general, an ACC (Active Cruise Control) system, for example, as described in Patent Document 1, transmits a radar wave in front of its own vehicle (referred to as “own vehicle” in this specification), and Based on the reflected wave from the vehicle ahead (referred to as “preceding vehicle” in this specification), the distance and relative speed between the host vehicle and the preceding vehicle are detected, and the distance and relative speed are automatically maintained. Thus, it is a driving assistance system which controls an accelerator and a brake. When the relative speed between the host vehicle and the preceding vehicle is controlled, the set speed of the host vehicle (for example, 100 Km / h to 40 Km / h) is set. If there is no preceding vehicle, traveling at the set speed is allowed. When a preceding vehicle traveling at a speed lower than the set speed is detected, control is performed so that the speed of the own vehicle is automatically reduced (auto cruise control). The relative speed of the is not negative. Here, if the driver detects the preceding vehicle and decelerates by stepping on the brake, the conventional system is configured to stop the auto cruise control and leave it to the driver's operation. . When auto-cruise control was stopped, the operator had to restart the auto-cruise control by pressing the resume button again.
Japanese Patent Laid-Open No. 2003-200711

  In order to put such a system into practical use, from the ergonomic point of view, the case where the driver is controlling the traveling speed in consideration of the preceding vehicle and the driving operation based on the reflective operation are distinguished. It is requested that the auto cruise control not be stopped more than necessary.

  However, during actual driving, due to the driver's own fatigue and the external weather environment during driving, the distance between the vehicles is actually moderate and it is not necessary to step on the brake. The driver may step on the brake in a reflective manner when the brake light on the vehicle lights up. In such a case, if the system stops the auto-cruise control one by one, the operator has to operate the resume switch frequently, and there is a problem that usability deteriorates.

  The present invention has been made in view of the above problems, and provides an automatic travel control device that eliminates reflective things from the driver's braking operation and can avoid unnecessary control release. It is an issue.

  In order to solve the above problems, the present invention provides a preceding vehicle detecting means for detecting a preceding vehicle traveling ahead of the own vehicle, a relative speed calculating means for calculating a relative speed between the detected preceding vehicle and the own vehicle, Based on the calculated relative speed, auto-cruise control means for automatically following the host vehicle to the preceding vehicle, manual control switching means for canceling control of the auto-cruise control means based on the driver's brake operation, and manual control Resume setting means for resuming automatic control by the auto cruise control means by an operation for a resumption command of the pilot after the switching means releases the auto cruise control means, and the manual control switching means includes the brake of the pilot Brake operation state detection unit that detects the operation state, and lamp that detects lighting of the brake lamp of the preceding vehicle A light detection unit, and a release restriction unit that strictly controls the release of the auto-cruise control means when the brake operation state satisfies a strict requirement set in advance from the time point when the brake lamp of the preceding vehicle is turned on. It is an automatic traveling control device characterized by being. In this aspect, the auto cruise control means causes the host vehicle to automatically follow the preceding vehicle, and when the driver performs a brake operation, the manual control switching means controls the auto cruise control means based on the brake operation. Can be released. Here, the manual control switching means includes a brake operation state detection unit that detects a brake operation state after the driver starts a brake operation, a lamp lighting detection unit that detects lighting of a brake lamp of a preceding vehicle, A release restricting section that strictly controls the release of the auto-cruise control means when the brake operation state satisfies a strict requirement set in advance from the time when the brake lamp lighting of the vehicle is detected. When the brake operation state satisfies the strict requirement, the release of the control is tightened by the release restricting unit. For this reason, it is possible to avoid interference between the reflective braking operation of the operator and the intentional braking operation, and to avoid unnecessary control release and accompanying resume operation. The brake operation state may be a brake operation time or a brake operation amount. In addition, as a specific method of “strict control release”, a method for setting a predetermined release condition and changing the set release condition so that it is difficult to be released when the stricter requirement is satisfied. Is preferred. In addition to this, instead of changing the release condition itself, a method is adopted in which a signal (for example, brake operation amount, brake operation time) detected by the brake operation state detection unit is processed to make it difficult to release. Also good. Furthermore, the “stricter requirement” refers to a case where the driving environment, the state of the driver, or the traveling state of the host vehicle correspond to the factors that enable the driver to perform the brake operation in a reflective manner.

  In a preferred aspect, the vehicle has a driving environment determination unit that determines whether the driving environment is good or bad, and the release restriction unit strictly controls the release when it is determined that the driving environment of the host vehicle is under a preset adverse condition. It is to make. In this aspect, it becomes possible to avoid interference with the driver's intention to end control more precisely in accordance with the driving environment of the host vehicle (rainy weather, nighttime driving, heavy fog, dusk, etc.). In other words, in an environment where visibility in front of the vehicle traveling direction is poor, in view of the fact that the driver often steps on the brake pedal when the brake lamp of the preceding vehicle is turned on, driving with poor visibility as the stricter requirement. In a driving environment where visibility is deteriorated including the environment, the control release is made strict so as to avoid the interference between the release restriction by the reflective brake operation and the intention of the operator to end the control.

  In a preferred aspect, the vehicle has a traveling state detecting means for detecting a traveling state of the host vehicle, and the release restricting unit strictly controls the release when it is determined that the traveling state of the host vehicle is in a preset condition. It is to make. In this aspect, it becomes possible to avoid interference with the intention to end the control of the driver more precisely according to the traveling state of the host vehicle (during high-speed traveling, steering, etc.). That is, when traveling at high speed (for example, 100 km / h) or during steering, the driver often steps on the brake pedal when the brake lamp of the preceding vehicle is turned on. In the driving state where the driver is easily driven by the brake lamp of the preceding vehicle, including the driving state of the vehicle, the control release is made strict, and the release restriction by the reflective brake operation and the intention of the operator to end the control are I try to avoid interference.

  In a preferred aspect, there is provided a fatigue degree determining means for determining whether or not the operator is tired, and the release restricting section strictly controls release when it is determined that the driver's fatigue degree is high. It is. In this aspect, the fatigue level of the pilot is also controlled, and it becomes possible to avoid interference with the pilot's intention to end control more precisely. That is, when the driver's fatigue level is high, in view of the fact that the driver often steps on the brake pedal when the brake lamp of the preceding vehicle is turned on, the driver's fatigue level is the stricter requirement. Even in a high state, the control release is severe in a fatigue state where the driver is easily operated by the brake lamp of the preceding vehicle, and interference between the release control by reflective brake operation and the intention of the operator to end the control Try to avoid. As a specific aspect of the fatigue level determination means, for example, it is possible to detect the travel time and travel distance of the host vehicle from the navigation system and estimate the driver's fatigue level based on the values. In addition, by sampling the steering angle and vehicle speed as data and determining the driver's attention based on fuzzy inference, or by detecting the eyeball open / closed state etc. by imaging the driver himself, It is also possible to determine.

  In a preferred embodiment, the auto-cruise control means decelerates the host vehicle when the lighting of the brake lamp of the preceding vehicle is detected. In this aspect, when the lighting of the brake lamp of the preceding vehicle is detected, the speed of the host vehicle is reduced prior to the driver, so that the possibility that the driver performs an erroneous deceleration operation in response to the brake lamp is reduced.

  In a preferred aspect, the image processing device includes an image capturing unit that captures an image of the preceding vehicle and an image processing unit that processes the captured image. The image processing unit changes the luminance in the entire region of the preceding vehicle of the captured image. Is calculated as a background, and the luminance change of the divided region obtained by dividing the region is calculated, and if the luminance change of the divided region is higher than a predetermined value with respect to the luminance change in the entire preceding vehicle region, It is determined that the brake lamp of the vehicle is lit. In this aspect, lighting of the brake lamp of the preceding vehicle can be detected by the image processing technique. In addition, when detecting the lighting of the brake lamp of the preceding vehicle from the captured image, the luminance change of the divided area for detecting whether or not the brake lamp is lit is compared with the luminance change of the entire pixel area obtained from the preceding vehicle. As a result, it is less susceptible to the effects of tunnels and shade.

  In a preferred aspect, the divided areas are divided on the upper and lower sides in pairs on the left and right sides of the preceding vehicle. In this aspect, when verifying the lighting of the brake lamp, it is possible to determine whether or not the brake lamp is lit in a state where the divided areas are further subdivided. As a result, the determination accuracy is further increased.

  As described above, according to the present invention, even when the driver reflexively operates the brake for internal or external reasons, the automatic control by the auto cruise control means can be maintained, which is unnecessary. Since it is possible to avoid the control release and the resume operation associated therewith, it is possible to eliminate a reflective thing from the driver's brake operation, and thus it is possible to avoid an unnecessary control release. .

  Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is a block diagram showing a configuration of an automatic travel control apparatus according to an embodiment of the present invention.

  With reference to the figure, an automobile employing the automatic travel control apparatus according to the present embodiment can set a target torque for the engine control unit 10, the brake control unit 20, and the control units 10 and 20. And an operation control unit 30.

  The engine control unit 10 is for performing operation control of an engine mounted on an automobile, and functionally includes throttle opening adjustment means, fuel injection control means, ignition control means, and the like. The engine control unit 10 is connected with an engine speed sensor 11 for detecting the speed of the engine and an accelerator opening sensor 12 for detecting the accelerator opening as input elements. A degree adjusting actuator 16 is connected as a control element.

  A brake sensor 21 is input to the brake control unit 20, and a brake actuator 22 is connected as a control element.

  In the illustrated embodiment, the driving control unit 30 is an ACC (Adaptive Cruise Control) system that controls the acceleration so that the distance between the preceding vehicle and the preceding vehicle is kept constant when the preceding vehicle exists. When the vehicle does not exist, the target acceleration is controlled based on the deviation between the preset vehicle speed set in advance and the actual vehicle speed of the host vehicle. The operation control unit 30 includes an unillustrated CPU that is turned ON / OFF by a main switch 31, a non-volatile memory, and the like, and these functionally configure the operation state control means 40 and the target torque determination means 60. is doing.

  A set / coast switch 41, a cancel switch 42, a resume / accelerator switch 43, and a target inter-vehicle distance setting switch 44 are connected to the driving state control means 40 as switch elements. These switches 41 to 44 are mounted together with the main switch 31 on a control panel provided on the instrument panel of the passenger compartment, and can be operated by the driver during driving. Alternatively, the circuit may be configured such that the main switch 31 is automatically connected when the engine is cold started.

  The set / coast switch 41 is for storing a set speed for ACC control in a non-volatile memory that constitutes the driving state control means 40, and the set / coast switch 41 By operating the switch 41 during traveling, the driving state control means 40 uses the speed currently detected by the engine speed sensor 11 of the engine control unit 10 as the set speed of the host vehicle in the storage area of the nonvolatile memory. It is configured to memorize. Further, when the operator operates the set / coast switch 41 with the set speed already set, the set speed can be reduced by a predetermined value (for example, 1 km / h). Such a setting speed operation can be performed while confirming with the liquid crystal display panel 1 provided in the control panel.

  The cancel switch 42 is for canceling the ACC by the driving control unit 30, and when the operator operates the cancel switch 42, the driving state control means 40 is configured to stop the ACC. .

  The resume / accelerator switch 43 has a function of returning the canceled ACC to automatic control and a function of accelerating the set speed, and is operated by the operator when the operation control unit 30 performs ACC. Then, it is comprised so that the set speed of the said ACC can be accelerated by predetermined value (for example, 1 km / h). Further, when the cancel switch 42 is operated or the resume / accelerator switch 43 is operated after the ACC is canceled by the automatic control of the operation control unit 30 as described later, the operation control unit 30 returns the ACC. It is configured.

  The target inter-vehicle distance setting switch 44 is for setting a minimum inter-vehicle distance between the host vehicle and the preceding vehicle, and corresponds to the set speed set by the set / coast switch 41 or the resume / accelerator switch 43. Within the range, it is configured to allow the operator to select a value.

  The driving state control means 40 includes an engine control unit 10, a brake control unit 20, a radar 45, a wiper sensor 46 that detects the operation of the wiper 4, and a fog lamp that detects the lighting state of a fog lamp (not shown). A sensor 47, a navigation unit 48 provided in the passenger compartment, an imaging camera 49, and a steering angle sensor 50 are connected as detection elements.

  A detection value of an engine speed sensor 11 connected to the engine is input from the engine control unit 10 as a vehicle speed signal.

  The brake control unit 20 is configured to input the brake operation amount and the brake operation time as detection values based on the operation amount and operation time of the brake actuator 22 connected to the brake.

  For example, the radar 45 transmits a radar wave, a laser radar wave, a millimeter wave radar, or an ultrasonic wave to the preceding vehicle and receives the reflected wave, thereby calculating a relative speed and an inter-vehicle distance with the preceding vehicle. Is a unit.

  The wiper sensor 46 is for detecting whether or not it is raining by detecting the ON / OFF operation of the wiper 4 of the automobile. Instead of the wiper sensor 46, a raindrop sensor that detects raindrops may be used.

  The fog lamp sensor 47 detects whether or not the weather is bad such as fog or snow by detecting the ON / OFF operation of the fog lamp (not shown).

  The navigation unit 48 is configured to display the current map information and the traffic information on the display in accordance with the data obtained by receiving the broadcast radio waves of the traffic information and the map information stored in advance. is there. The information of the navigation unit 48 can detect the driving duration, driving distance, and driving time of the host vehicle, and the driving state control means 40 determines the driver's fatigue level from these information. It is like that. For example, when the traveling time is 3 hours or more, or when traveling after 8 pm, the driving state control means 40 determines that the driver is tired.

  The imaging camera 49 is embodied by a CCD camera or the like, and is for detecting lighting of a brake lamp of a preceding vehicle.

  The steering angle sensor 50 detects the rotational operation angle of the steering shaft by the driver.

  The driving state control means 40 is provided with an image processing unit 401 that processes image data from the imaging camera 49 and detects whether or not the brake lamp of the preceding vehicle is lit.

  2 and 3 are diagrams schematically illustrating an image processing state of the image processing unit according to the present embodiment.

  With reference to each figure, when image data obtained from the imaging camera 49 is sequentially input to the driving state control means 40, the image processing unit 401 binarizes the image data and based on the input from the radar 45. Thus, the presence or absence of a preceding vehicle is determined. When a preceding vehicle exists, an image of the preceding vehicle is extracted and set as a region D. Next, a window W1 that contains the region D is generated, and a luminance change ΔB of the entire extracted image is calculated. This luminance change ΔB is calculated by differentiating the average value of the outputs of the pixels constituting the region D with respect to time.

  Next, the divided areas d1 to d6 divided from the area D vertically and horizontally are extracted. This division is executed by specifying a portion (both ends of the region D) corresponding to a brake lamp from the outline of the region D from a predetermined ratio or the like.

  Next, the luminance changes ΔB1 to ΔB6 are calculated for each of the divided regions d1 to d6 in the same manner as the luminance change ΔB.

  Next, considering the luminance change ΔB of the region D as the background luminance change, the luminance changes ΔB1 and ΔB4, ΔB2 and ΔB5, ΔB3 and ΔB6 of the divided regions d1 and d4, d2 and d5, d3 and d6 arranged in the horizontal direction. When the luminance change is larger than the luminance change ΔB by a predetermined coefficient K, it is determined that the brake lamp is lit.

In particular,
When ΔB1-ΔB> K and ΔB4-ΔB> K or ΔB2-ΔB> K and ΔB5-ΔB> K or ΔB3-ΔB> K and ΔB6-ΔB> K or ΔB6-ΔB> K or, it is determined that the brake lamp is lit. In this embodiment, since the lighting of the brake lamp is determined with the luminance change ΔB in the region D as the background, it is possible to eliminate the influence of the tunnel and the shade and to perform the lighting detection with high accuracy.

  Note that, in the illustrated embodiment, the image processing unit 401 is configured to change the value of the coefficient K depending on the traveling state.

  With reference to FIG. 1, the vehicle speed ne is input from the engine control unit 10 to the driving state control means 40, and the brake operation amount or the brake operation time of the operator or the brake operation amount is input from the brake control unit 20. And the brake operation time is input.

  The target torque determining means 60 is for outputting the target torque τ to the engine control unit 10 and the brake control unit 20 based on the calculation result of the driving state control means 40.

  Next, the ACC according to the present invention will be described with reference to FIGS.

  FIG. 4 is a flowchart showing a main flow of ACC according to the embodiment of the present invention, and FIG. 5 is a flowchart showing a subroutine of FIG.

  First, referring to FIG. 4, in the above configuration, when the main switch 31 is connected after the vehicle has traveled, the operation control unit 30 performs initial setting of each part to control the operation state of the operation control unit 30. The means 40 reads an existing set value from the nonvolatile memory (step S1).

  Next, the operation control unit 30 displays on the liquid crystal display panel 1 of the control panel (step S2). This set value is preferably stored in a non-volatile memory constituting the operation control unit 30 by default and can be changed within a range determined by the user.

  Next, the operation control unit 30 determines whether or not a setting switch (a general term for the set / coast switch 41, the resume / accelerator switch 43, and the target inter-vehicle distance setting switch 44 in the flowchart of FIG. 3) has been operated. If there is an operation (step S3), the setting value related to the setting switch is changed (step S4). After the set value is changed or when there is no operation in step S3, the operation control unit 30 proceeds to an automatic control subroutine (step S5).

  After the automatic control subroutine of step S5 is completed, the operation control unit 30 determines whether or not a release condition is satisfied in the subroutine (step S6).

  When it is determined in step S6 that the system release condition is satisfied, or when the cancel switch 42 is operated by the operator, the operation control unit 30 changes the control mode to manual control (step S7), and the liquid crystal A message indicating that the control mode has been changed to manual control is displayed on the display panel 1 (step S8). Thereafter, it waits for the resume / accelerator switch 43 to be connected (step S9). If the resume / accelerator switch 43 is connected, control returns to step S1 again.

  On the other hand, when it is determined in step S6 that the automatic control is continued, the operation control unit 30 proceeds to step S2.

  Next, the details of the automatic control subroutine (step S5) in the present embodiment will be described with reference to FIG.

  When shifting to the automatic control subroutine, the operation state control means 40 of the operation control unit 30 first detects the values on the memory set by the setting switch and the detection elements 10, 20 connected to the operation state control means 40, The output from 45 to 50 is read (step S500). Next, the operation state control means 40 sets a system release condition from the given conditions (step S501). The release condition set here may be, for example, whether or not the amount of brake operation (the amount by which the operator depresses the brake pedal) exceeds a certain amount. It may be whether or not a certain time has elapsed since counting from the time. Alternatively, the release condition may be a combination of the operation amount and the operation time. In this embodiment, in any case, the first brake operation after the lighting of the brake lamp of the preceding vehicle is detected. When the release condition is set based on the brake operation amount, a threshold value Qt for the operation amount Q is set. Further, when the release condition is set based on the brake operation time, a threshold value Tt for the operation time T is set.

  Next, the operating state control means 40 determines whether or not the strict requirement is satisfied (step S502). Specifically, the state of the driving environment is checked from the wiper sensor 46, the fog lamp sensor 47, and the navigation unit 48, the fatigue level is determined from the navigation unit 48, and the vehicle speed signal from the engine control unit 10 and the steering angle sensor 50 are also determined. The running state is examined from the steering angle signal. If it is determined in step S502 that the strict requirement is not satisfied, the control shifts to the determination condition in step S507.

  If it is determined that any of bad weather, fatigue, or a predetermined traveling state (high-speed traveling state or steering at an equivalent angle) is detected, the driving state control means 40 Further, the presence / absence of a preceding vehicle is determined (step S503).

  When it is determined that the preceding vehicle exists, the driving state control unit 40 further determines whether or not the brake lamp of the preceding vehicle is turned on (step S504). Whether or not the brake lamp is lit is determined by the image processing unit 401 described above based on a luminance change in the image of the preceding vehicle captured by the imaging camera 49. If lighting of the brake lamp of the preceding vehicle is not detected, the control shifts to the determination condition in step S507.

  When it is detected that the preceding vehicle has turned on the brake lamp, the driving state control means 40 strictly releases the system control set in step S501 (step S505).

  Specifically, the threshold value Qt (Tt) set in step S501 is set to a value somewhat larger than the value when the weather is favorable and the driver is not fatigued.

  In parallel with step S505, the driving state control means 40 performs deceleration braking so that the host vehicle decelerates according to the vehicle speed (step S506). In this deceleration braking step, the deceleration and deceleration time increase as the vehicle speed increases, and the deceleration and deceleration time increase as the inter-vehicle distance from the preceding vehicle decreases. Dynamic control is performed based on the controlled map.

Next, the driving state control means 40 is based on the threshold value set in step S501 or the threshold value changed in step S505.
Manipulated variable Q> threshold Qt and / or
Operation time T> threshold value Tt
Is determined (step S507). Here, as described above, when an unfavorable condition is determined in step S502 and it is determined that the unfavorable condition exists, if the lighting of the brake lamp of the preceding vehicle is detected, the threshold value for the determination is changed. Since the process is performed in step S505, the system release condition is not satisfied or is difficult to be satisfied at a timing at which the operator can easily perform a reflective operation.

  If the system release condition is not satisfied, the driving state control means 40 calculates the inter-vehicle distance and relative speed with the preceding vehicle in order to maintain the inter-vehicle distance (follow-up control), and uses the calculation result as the driving environment information. It outputs to the target torque determination means 60 (step S508).

  The target torque determining means 60 calculates a target acceleration according to the actual inter-vehicle distance from the preceding vehicle and the relative speed based on the output driving environment information, and based on the calculation result, the engine control unit 10 and the brake control unit. The target torque τ for 20 is calculated (step S509).

  Next, the target torque determining means 60 outputs the calculated target torque τ as a target value to the engine control unit 10 and the brake control unit 20 (step S510). Accordingly, the control returns to step S6 of the main flow while the automatic control by the operation control unit 30 is maintained. In this step S6, it is determined that the automatic control has not been released.

  On the other hand, if it is determined in step S507 that the driver is consciously operating the brake, the control returns to step S6 of the main flow in a state where it is determined that the automatic control release condition is satisfied (step S507). S511). As a result, in step S6, it is determined that automatic control has been canceled.

  Furthermore, if no preceding vehicle is detected in step S503, based on the set value and the detected value read in step S500, the driving state control means 40 uses the set vehicle speed and the actual vehicle speed for low-speed traveling control. Based on the deviation, the target acceleration is calculated (step S512), and the process proceeds to step S508.

  As described above, in the present embodiment, when the driving control unit 30 as the auto cruise control means causes the host vehicle to automatically follow the preceding vehicle and the driver performs a braking operation, the braking operation is performed. Based on this, automatic control can be canceled. Here, the operation control unit 30 is a brake operation state detector (specifically, the brake control unit 20) that detects a brake operation state (a brake operation amount or a brake operation time) after the driver starts a brake operation. And a brake sensor 21) connected to the brake control unit 20, a lamp lighting detection unit for detecting the lighting of the brake lamp of the preceding vehicle, and the brake operation state from the point of time when the lighting of the brake lamp of the preceding vehicle is detected. When the driver's brake operation state satisfies the stricter requirement, the release restricting unit that strictly controls the release of the auto cruise control means is functionally configured. The release of the control is tightened by the release restricting unit. For this reason, it is possible to avoid interference between the reflective braking operation of the operator and the intentional braking operation, and to avoid unnecessary control release and accompanying resume operation.

  Further, in the present embodiment, the driving control unit 30 constitutes a release restricting unit that makes the control release strict when it is determined that the driving environment of the host vehicle is under a preset adverse condition. Here, the “driving environment” refers to a traveling environment such as a rainy condition detected by the wiper sensor 46, a fog condition detected by the fog lamp sensor 47, and a driving time (eg, night driving) detected by the navigation unit 48. The “bad condition” means a condition where the visibility in the forward direction of the vehicle is poor, such as rainy weather, foggy, and dusk. For this reason, in this embodiment, it becomes possible to avoid interference with a driver's intention to end control more precisely according to the driving environment of the host vehicle. In other words, in an environment where visibility in front of the vehicle traveling direction is poor, in view of the fact that the driver often steps on the brake pedal when the brake lamp of the preceding vehicle is turned on, driving with poor visibility as the stricter requirement. In a driving environment where visibility is deteriorated including the environment, the control release is made strict so as to avoid the interference between the release restriction by the reflective brake operation and the intention of the operator to end the control.

  Further, in the present embodiment, the vehicle speed is input from the engine control unit 10 and the steering angle of the host vehicle is input from the steering angle sensor 50 to the driving state control means 40. By these detection elements, It has a driving state detection means for detecting the driving state of the host vehicle functionally, and strictly controls release when it is determined that the driving state of the host vehicle is in a preset condition. is there. Therefore, it becomes possible to avoid interference with the driver's intention to end control more precisely in accordance with the traveling state of the host vehicle (during high-speed traveling, steering, etc.). In other words, in the case of traveling at a high speed (for example, 100 km / h) or steering at a predetermined angle, the above-mentioned tightening is considered in view of the fact that the driver often steps on the brake pedal when the brake lamp of the preceding vehicle is turned on. In certain driving conditions, including the predetermined driving conditions, the control release is strictly controlled in the driving conditions where the driver is easily operated by the brake lamp of the preceding vehicle, and the release control by the reflective brake operation and the control end of the pilot are completed. I try to avoid interference with my intention.

  In the present embodiment, the driving state control means 40 is connected with a navigation unit 48 as a fatigue degree judging means for judging whether or not the operator is tired, and the details are shown in steps S500 to S505 in FIG. As described above, the control release is made strict when it is determined that the driver's fatigue level is high. For this reason, in this embodiment, the driver's fatigue level is also controlled, and it becomes possible to avoid interference with the driver's intention to end control more precisely. That is, when the driver's fatigue level is high, in view of the fact that the driver often steps on the brake pedal when the brake lamp of the preceding vehicle is turned on, the driver's fatigue level is the stricter requirement. Even in a high state, the control release is severe in a fatigue state where the driver is easily operated by the brake lamp of the preceding vehicle, and interference between the release control by reflective brake operation and the intention of the operator to end the control Try to avoid.

  In the present embodiment, as described in detail in step S506 in FIG. 5, the driving state control means 40 decelerates the host vehicle when the lighting of the brake lamp of the preceding vehicle is detected. For this reason, in this embodiment, when the lighting of the brake lamp of the preceding vehicle is detected, the speed of the host vehicle decreases before the driver, so the driver is less likely to perform an erroneous deceleration operation in response to the brake lamp. Become.

  In the present embodiment, the lamp lighting detection unit includes an imaging camera 49 as an image capturing unit that captures an image of a preceding vehicle, and an image processing unit 401 that processes the captured image. The unit 401 calculates the luminance change ΔB in the area D of the entire preceding vehicle of the captured image as a background, calculates the luminance changes ΔB1 to ΔB6 of the divided areas d1 to d6 obtained by dividing the area D, and performs the division. When the luminance change in the areas d1 to d6 is higher than the predetermined value (coefficient K) with respect to the luminance change ΔB in the area D of the entire preceding vehicle, it is determined that the brake lamp of the preceding vehicle is lit. . For this reason, in this embodiment, lighting of the brake lamp of the preceding vehicle can be detected by the image processing technique. In addition, when detecting the lighting of the brake lamp of the preceding vehicle from the captured image, the luminance changes ΔB1 to ΔB6 of the divided areas d1 to d6 for detecting whether the brake lamp is lit or not are obtained for all the pixels obtained from the preceding vehicle. Since it is compared with the luminance change ΔB in the region D, it is less likely to be affected by a tunnel or shade.

  Further, in the present embodiment, the divided areas d1 to d6 are paired on the left and right sides of the preceding vehicle and are divided vertically. For this reason, in this embodiment, in verifying the lighting of the brake lamp, it is possible to determine whether or not the lighting is performed in a state where the divided regions d1 to d6 are further subdivided. As a result, the determination accuracy is further increased.

  As described above, according to the present embodiment, even when the driver reflexively operates the brake for internal or external reasons, the automatic control by the operation control unit 30 can be maintained, and unnecessary control release is performed. In addition, since it is possible to avoid the resume operation associated therewith, it is possible to eliminate a reflective thing from the brake operation of the operator, thereby avoiding unnecessary control release.

  The above-described embodiment is merely an example of the present invention, and the present invention is not limited to the above-described embodiment.

  For example, as a specific aspect of the fatigue level determination means, the steering angle and the vehicle speed are sampled as data, and the driver's attention is determined based on fuzzy inference, or the driver himself is imaged A means for determining the degree of fatigue by detecting an open / closed state or the like may be employed.

  In addition, as a specific method of “strict control release”, a predetermined release condition (for example, brake operation amount, brake operation time) is set and the strict requirement is satisfied as in the above-described embodiment. For example, as shown in step S505, a method of changing the set release condition so that it is difficult to be released is suitable, but instead of this step S505, a signal (for example, a signal detected by the brake operation state detection unit) , A step of processing the brake operation amount and the brake operation time) may be employed, and a method of making it difficult to cancel the auto cruise control may be employed.

  It goes without saying that various modifications can be made within the scope of the claims of the present invention.

It is a block diagram which shows the structure of the automatic travel control apparatus which concerns on one Embodiment of this invention. It is a figure which shows typically the image processing state of the image processing part which concerns on this embodiment. It is a figure which shows typically the image processing state of the image processing part which concerns on this embodiment. It is a flowchart which shows the main flow of ACC which concerns on one Embodiment of this invention. FIG. 5 is a flowchart showing a subroutine of FIG. 4. FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Engine control unit 11 Engine speed sensor 12 Accelerator opening sensor 14 Fuel injection valve 16 Throttle opening adjustment actuator 20 Brake control unit 21 Brake sensor 22 Brake actuator 30 Operation control unit 31 Main switch 40 Operation state control means 41 Set / coast switch 42 cancel switch 43 resume / accelerator switch 44 target inter-vehicle distance setting switch 45 radar 46 wiper sensor 47 fog lamp sensor 48 navigation unit (an example of fatigue determination means)
49 Imaging Camera 50 Steering Angle Sensor 401 Image Processing Unit D Regions d1 to d6 Divided Region K Factor Q Operation Amount Qt Threshold T Operation Time Tt Threshold τ Target Torque

Claims (7)

Preceding vehicle detection means for detecting a preceding vehicle traveling in front of the host vehicle;
A relative speed calculating means for calculating a relative speed between the detected preceding vehicle and the host vehicle;
Based on the calculated relative speed, auto-cruise control means for automatically following the host vehicle to the preceding vehicle;
Manual control switching means for releasing the control of the auto cruise control means based on the brake operation of the operator;
Resume setting means for resuming automatic control by the auto cruise control means by an operation for a resumption command of the operator after the manual control switching means releases the auto cruise control means, and the manual control switching means comprises:
A brake operation state detector for detecting the brake operation state of the operator;
A lamp lighting detection unit that detects lighting of the brake lamp of the preceding vehicle;
A release restricting section for strictly releasing the control of the auto cruise control means when the brake operation state satisfies a strict requirement set in advance from the time when the brake lamp of the preceding vehicle is turned on. Automatic travel control device. In the automatic travel control device according to claim 1,
Driving environment determination means for determining whether the driving environment is good or not, and the release restricting section makes the control release strict when it is determined that the driving environment of the host vehicle is in a preset adverse condition. An automatic travel control device characterized by being. In the automatic travel control device according to claim 1 or 2,
The vehicle has a traveling state detection means for detecting the traveling state of the host vehicle, and the release restricting unit makes the control release severe when it is determined that the traveling state of the host vehicle is in a preset condition. An automatic travel control device characterized by being. In the automatic travel control device according to any one of claims 1 to 3,
It has fatigue degree judging means for judging whether or not the driver is tired, and the release restricting section is intended to tighten control release when it is judged that the driver's fatigue degree is high. A feature of the automatic travel control device. In the automatic travel control device according to any one of claims 1 to 4,
The automatic cruise control device is characterized in that the auto cruise control means decelerates the host vehicle when the lighting of a brake lamp of a preceding vehicle is detected. In the automatic travel control device according to any one of claims 1 to 5,
Image pickup means for picking up an image of the preceding vehicle, and an image processor for processing the picked-up image,
The image processing unit calculates the luminance change in the entire area of the preceding vehicle of the captured image as a background, calculates the luminance change of the divided area obtained by dividing the area, and the luminance change of the divided area is calculated by the preceding vehicle. An automatic travel control device characterized by determining that a brake lamp of a preceding vehicle is lit when the brightness change in the entire region is higher than a predetermined value. In the automatic travel control device according to claim 6,
2. The automatic travel control device according to claim 1, wherein the divided areas are paired on both the left and right sides of the preceding vehicle and are divided vertically.

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