JP2006347528A - Travel controller and travel control method for automobile - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To perform speed control which does not give any sense of incompatibility to a crew when the preceding vehicle follow-up control of an ACC is switched to speed control corresponding to a road shape in a system for controlling the travel of an automobile according to the road shape. <P>SOLUTION: A first target speed is calculated according to an inter-vehicle distance between an own vehicle and a preceding vehicle ahead of the own vehicle, and a second target speed is calculated according to road information, and when a first control mode for controlling the speed of the own vehicle according to the first target speed is switched to a second control mode for controlling the speed of the own vehicle according to the second target speed, the speed of the own vehicle is controlled so that the accelerated speed of the own vehicle can be set within a predetermined range. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an automobile travel control apparatus and method, and more particularly, to an automobile travel control apparatus and method for controlling an engine, a transmission, and / or a brake according to a control parameter calculated according to a traveling environment ahead of the host vehicle. About.

  Conventionally, by controlling the driving of automobiles based on the information on surrounding roads that have been grasped, the driver is supported, and safe driving is possible regardless of the driving skill and sense of the driver. A vehicle control method for reducing exhaust gas has been proposed.

  For example, speed control called CC (Cruise Control) that controls the driving force so as to maintain the set speed set by the driver, and ACC (Adaptive Cruise Control) that appropriately maintains the distance between the preceding vehicle and the host vehicle An inter-vehicle distance adaptive speed control called the "Vehicle distance" has been developed. Furthermore, in addition to the above-described CC and ACC, an apparatus for assisting the driver based on road information ahead of the own vehicle path included in the map information of the automobile navigation system for guiding the driving route of the automobile is disclosed. Yes. For example, in the vehicle travel control device disclosed in Patent Document 1, the lower of the ACC target speed and the target speed set according to the road information is determined as the target speed, and this target speed is maintained. In this way, the speed of the vehicle is controlled.

  Further, in Patent Document 2, during speed control (CC) based on surrounding road information, when it is necessary to reduce the speed due to the situation of the road ahead, deceleration control is performed using two-stage deceleration. Is disclosed.

JP 2003-170760 A JP 2004-142686 A

  However, in the speed control methods disclosed in Patent Documents 1 and 2, when switching from the ACC preceding vehicle following (inter-vehicle distance control) mode to the speed control mode according to the target speed according to the road information, the target speed is stepped. Therefore, comfort is significantly reduced. Further, there is a similar problem when switching from the manual operation state to the speed control mode according to the target speed according to the road information.

  The object of the present invention is to use the respective systems in switching the modes, and to realize switching of the control modes without impairing safety and comfort.

  In one aspect of the present invention, the first target speed is calculated according to the inter-vehicle distance from the preceding vehicle ahead of the host vehicle, the second target speed is calculated according to the road information, and the first or second target In the travel control of an automobile that controls the speed of the host vehicle using the speed as a speed command, when the speed command for the speed control is switched from the first target speed to the second target speed, the acceleration / deceleration of the speed command is set to a predetermined value. It is characterized by being limited within the range.

  In another aspect of the present invention, the second target speed is calculated according to the road information, and the second target speed is used as a speed command to control the speed of the own vehicle. When switching to speed control for controlling the speed of the vehicle using the target speed as a speed command, the acceleration / deceleration is limited within a predetermined range.

  In yet another aspect, the present invention provides a manual operation mode based on the accelerator and brake operation of the occupant, a first control mode in which speed control is performed using a first target speed according to the distance between the vehicle and the preceding vehicle as a speed command, and a road. A mode selection switch for selecting one mode from a plurality of modes including a second control mode for speed control using a second target speed corresponding to the information as a speed command, and the manual operation mode or the first mode When switching from the control mode to the second control mode, or when switching the speed command from the first target speed to the second target speed, limiting the acceleration / deceleration of the speed command within a predetermined range. Features.

  In a preferred embodiment of the present invention, there is provided target speed notification means for notifying an occupant of the first target speed and / or the second target speed.

  According to a preferred embodiment of the present invention, the second control mode based on the second target speed corresponding to the road information from the first control mode based on the first target speed corresponding to the inter-vehicle distance from the preceding vehicle. When switching to, it is possible to prevent sudden acceleration / deceleration and to ensure safety while maintaining comfort.

  Further, by providing a means for notifying the passenger of information in advance, the sense of security given to the passenger can be improved.

  Other objects and features of the present invention will become apparent from the following description of embodiments.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a schematic diagram of an automobile travel control system according to a first embodiment of the present invention.

  First, the configuration and processing contents of the in-vehicle terminal device 10 will be described.

  The in-vehicle terminal device 10 includes a user interface 11 and a curve curvature calculation unit 12, and the following processing contents are programmed in a computer (not shown) of the in-vehicle terminal device 10 and are repeatedly executed at a predetermined cycle.

  The user interface 11 calculates user information in accordance with a signal input by a driver's operation, and the calculated user information is output to the travel control device 20 using communication means such as an in-vehicle LAN (Local Area Network). The Moreover, the curve curvature calculation part 12 is based on the signal of the own vehicle position output from the GPS (Global Positioning System: Satellite navigation system) receiver mounted in the vehicle, and map DB (Data Base) ahead of the own vehicle. A curve is detected and the radius of curvature of the detected curve is calculated. The calculated curvature radius is output to the travel control device 20 using communication means such as an in-vehicle LAN.

  Next, the configuration and processing contents of the travel control device 20 will be described.

  The travel control device 20 includes a travel mode switching unit 21, a speed control unit 22, a target gear position calculation unit 23, a required torque calculation unit 24, a brake pressure calculation unit 25, a transmission control unit 26, an engine control unit 27, and a brake control unit. 28, the state storage means 29, and the contents of the processing shown below are programmed in a computer (not shown) of the travel control device 20 and are repeatedly executed at a predetermined cycle.

  The traveling mode switching means 21 is a first traveling mode that controls the speed of the host vehicle, and a second traveling that controls at least one of the engine, the transmission, and the brake in accordance with a signal generated by a driver's operation. Has a function to switch modes. In general, the first driving mode is called ACC (Adaptive Cruise Control), which is a conventional CC (Cruise) that controls the speed of the vehicle according to a target speed set by the driver. Control: Speed control) is a system that adds a function to control the inter-vehicle distance from the preceding vehicle. The traveling mode switching means 21 performs switching between the first traveling mode and the second traveling mode in accordance with a signal from the ACC switch 30 operated by the driver.

  The speed control means 22 calculates the target gear position TGP, the target engine torque TTENG, and the target brake pressure TPBRK according to the set vehicle speed 31 set by the driver, the curvature radius calculated by the curve curvature calculation unit 12 and the vehicle speed. When the first travel mode is selected by the travel mode switching means 21, the transmission is configured so as to realize the target gear position TGP, the target engine torque TTENG, and the target brake pressure TPBRK calculated by the speed control means 22. The transmission, engine, and brake are controlled by the control means 26, the engine control means 27, and the brake control means 28.

  The target gear position calculation unit 23 calculates the target gear position TGP according to the accelerator pedal depression amount and the vehicle speed. The required torque calculator 24 calculates a target engine torque TTENG according to the accelerator pedal depression amount and the engine speed. The brake pressure calculation unit 25 calculates a target brake pressure according to the brake depression force. When the second travel mode is selected by the travel mode switching means 21, the target gear position TGP calculated by the target gear position calculation unit 23, the target engine torque TTENG calculated by the required torque calculation unit 24, The transmission, engine, and brake are controlled by the transmission control means 26, the engine control means 27, and the brake control means 28 so as to realize the target brake pressure TPBRK calculated by the brake pressure calculation unit 25. That is, the second travel mode is a mode in which control according to a signal generated by a driver's operation (accelerator, brake operation) is performed and the driver's intention is faithfully reflected.

  The state storage means 29 includes a travel mode selected by the travel mode switching means 21, a curve curvature radius calculated by the curve curvature calculation unit 12, user information output from the user interface 11, and a current detected from a sensor (not shown). A speed learning value is calculated according to a parameter such as a vehicle speed. The detailed processing contents of the state storage unit 29 will be described later.

  Next, a control method when the first travel mode is selected will be described with reference to FIG.

  FIG. 2 is a schematic diagram in the case where the vehicle is decelerated in advance according to the information of the curve curvature radius.

  In FIG. 2, it is assumed that a vehicle 210 is traveling on a road 200 composed of a straight road 201 and a curved road 202.

  First, at the point G in the figure, when the in-vehicle terminal device 10 detects the forward curve road 202 according to the vehicle position information output from the GPS receiver and the map DB, the traveling control device 20 detects the curve reach distance D ( (Distance from the entrance of the curved road 202 indicated by point B in the figure to the vehicle position). Further, when the forward curve road 202 is detected, the traveling control device 20 calculates the (second) target speed Vin at the time of entering the curve according to the value of the curvature radius Rk, and calculates the calculated approach target speed Vin. Accordingly, a deceleration distance X (a distance necessary for decelerating from the current vehicle speed or the speed set according to the straight road 201 to the speed at the time of entering the curve) is calculated.

  Next, at the point S (speed Vs) in the figure, when the curve arrival distance D becomes equal to or less than the deceleration distance X, as shown by the solid line 203 in the figure, the second target speed calculated by the travel control device 20 is used. Vehicle deceleration starts. In the deceleration before entering the curve, it is desirable to reduce the driver's uncomfortable feeling by performing a two-stage deceleration as described in Patent Document 2. In the embodiment shown in FIG. 2, the vehicle is decelerated at a predetermined deceleration A1 until point A (speed Va) in the figure, and decelerated at a predetermined deceleration A2 from point A to point B (speed Vin) in the figure. The policy is to let them.

  Thereafter, at point B in the figure, after the vehicle 210 decelerates to the target speed Vin at the time of entering the curve, the curve road 202 is driven at a constant speed at the second target speed that maintains the approach target speed Vin.

  As described above, it is possible to improve comfort, convenience, and safety by detecting the curve with the in-vehicle terminal device 10 and decelerating the vehicle 210 to an appropriate speed before the curve by the traveling control device 20. .

  Next, a second target speed calculation method when the vehicle is decelerated in advance according to the curve curvature radius information will be described with reference to FIG.

  FIG. 3 is a block diagram for calculating the second target speed from the user information and the speed learning value.

  The in-vehicle terminal device 10 is provided with a user interface 11 including switches 11a and 11b that can be operated by a driver. When the in-vehicle terminal device 10 is activated, the user information NUM_USER is initialized (= 0), and when the driver presses the switch 11a, NUM_USER = 1 is output as user information. When the driver presses the switch 11b, NUM_USER = 2 is output as user information. Thus, by providing the user interface 11 in the in-vehicle terminal device 10, a plurality of drivers can be identified by a low-cost and simple method.

  In the chart described in the target speed setting means 300, the horizontal axis represents the vehicle position and the vertical axis represents the speed. In the target speed setting means 300, as shown by a solid line in the figure, control logic for calculating the second target speed according to the curvature radius of the curve is programmed in advance. For example, when a curve ahead of the host vehicle is detected at point S in the figure, the trajectory of the second target speed gradually decreases so as to reach the target speed at the time of entering the curve at point B in the figure. The trajectory of the second target speed is programmed to be a predetermined reference value at the time of shipment, and the target speed at the time of entering the curve is also defined as the reference value TVSPLO. However, since the target speed at the time of entering the curve varies depending on the preferences of a plurality of drivers, it is desirable to learn the target speed according to user information. In the block diagram shown in FIG. 3, a speed learning value is calculated in accordance with user information in the state storage unit 29, and the target speed setting unit 300 uses the speed learning value calculated by the state storage unit 29 to change the speed learning value. Since the target speed of 2 is set, speed control corresponding to the preferences of a plurality of drivers is possible. For example, when the user A presses the switch 11a and the user information NUM_USER = 1 is output, the target speed at the time of entering the curve is set according to the speed learning value TVSPLA unique to the user A as shown by the dotted line in the figure. . Further, when the user B presses the switch 11b and the user information NUM_USER = 2 is output, the target speed at the time of entering the curve is set according to the speed learning value TVSPLB specific to the user B, as shown by a one-dot chain line in the figure. The

  Thus, the in-vehicle terminal device 10 is provided with the user interface 11, learns the speed at the time of entering the curve according to the user information identified by the user interface 11, and the second target speed according to the learned speed learning value. By setting, speed control that matches the preferences of a plurality of drivers becomes possible.

  Next, processing contents of the state storage unit 29 will be described with reference to FIG.

  FIG. 4 is a flowchart showing the processing contents of the state storage means 29.

  First, in process 401, parameters such as travel mode MODE, curve curvature radius Rk, user information NUM_USER, vehicle speed VSP, etc. are read, and in process 402, it is determined whether or not it is the second travel mode. If it is determined in the process 402 that the travel mode MODE = 2, it is determined that the vehicle is traveling in the second travel mode, and the process proceeds to the process 403. If it is determined that the travel mode MODE ≠ 2, the second mode is selected. It is determined that the vehicle is not traveling in the traveling mode, and the process is terminated. Next, in process 403, it is determined whether or not the curvature radius of the curve detected in front of the vehicle is in the vicinity of Rk. If it is determined, the process is terminated. Next, in step 404, user information is determined. If NUM_USER = 1, it is determined that the user A is driving and the process proceeds to step 405. In step 405, the speed learning value VSPLA [ The vehicle speed VSP is substituted into Rk], and the process proceeds to process 406. In process 406, the user A state storage flag fVSPL (#bA) is set (= 1), and the process ends.

  In process 404, if NUM_USER = 2, it is determined that the user B is driving and the process proceeds to process 407. In process 407, the vehicle speed VSP is substituted for the speed learning value VSPLB [Rk] of the user B at the curvature Rk. Then, the process proceeds to process 408. In process 408, the user B state storage flag fVSPL (#bB) is set (= 1), and the process ends.

  In the process 404, if NUM_USER ≠ 1, 2, it is determined that other than the users A and B are driving and the process is terminated.

  As described above, by using the state storage means 29, it is possible to store the vehicle speed in the second traveling mode and calculate the speed learning values corresponding to a plurality of drivers.

  Next, processing contents of the target speed setting unit 300 will be described with reference to FIGS.

  FIG. 5 is a flowchart showing the content of the second target speed update process at the time of entering the curve.

  First, in process 501, parameters such as the travel mode MODE, state storage flag fVSPL, user A speed learning value VSPLA, user B speed learning value VSPLB are read, and the process proceeds to process 502. In process 502, it is determined whether or not the value of the travel mode MODE has been switched from 2 to 1. If it is determined that the travel mode has been switched from the second travel mode to the first travel mode, the process proceeds to process 503. If it is determined that there is no travel mode switching, the process ends. Next, in process 503, it is determined whether or not the operation states unique to the users A and B are stored according to the value of the state storage flag fVSPL. In the process 503, when the bit fVSPL (#bA) of the state storage flag is set (= 1), the process proceeds to the process 504, and in the process 504, the user A target speed TVSPLA [Rk] at the time of entering the curve at the curvature Rk. Perform update processing. Specifically, the update process is performed by a weighting process as shown in equation (1). Here, TVSPLA [Rk] (n−1) is the user A target speed before update, and TVSPLA [Rk] (n) is the user A target speed after update. It becomes possible to adjust the reflection degree of the speed learning value according to the value of the weight KA in the equation (1). After the target speed at the time of entering the curve is updated in the process 504, the bit fVSPL (#bA) of the state storage flag is cleared (= 0) in the process 505, and the process ends.

  If the state storage flag bit fVSPL (#bB) is set (= 1) in process 503, the process proceeds to process 506. In process 506, the user B target speed TVSPLB [Rk at the time of entering the curve at the curvature Rk. ] Is updated. Specifically, the updating process is performed by a weighting process as shown in equation (2). Here, TVSPLB [Rk] (n−1) is the user B target speed before update, and TVSPLB [Rk] (n) is the user B target speed after update. It becomes possible to adjust the reflection degree of the speed learning value according to the value of the weight KB in the equation (2). After the second target speed at the time of entering the curve is updated in the process 506, the bit fVSPL (#bB) of the state storage flag is cleared (= 0) in the process 507, and the process ends.

TVSPLA [Rk] (n) = TVSPLA [Rk] (n−1) × (1−KA) + VSPLA [Rk] × KA (1)
TVSPLB [Rk] (n) = TVSPLB [Rk] (n−1) × (1−KB) + VSPLB [Rk] × KB (2)
As described above, the target speed at the time of entering the curve can be calculated by the process shown in FIG. 5 so as to match the preferences of a plurality of drivers. In addition, since the weights KA and KB in the expressions (1) and (2) are set so that they can be changed by the driver's operation, the degree of reflection of the speed learning value can be adjusted. It becomes possible to satisfy more.

  FIG. 6 is a flowchart showing the processing contents of the target speed setting means 300 when the curvature radius Rk is detected in front of the host vehicle.

  First, in process 601, parameters such as user information NUM_USER, user A target speed TVSPLA [Rk], user B target speed TVSPLB [Rk] are read, and in process 602, user information is determined. In process 602, if NUM_USER = 1, it is determined that the user A is driving and the process proceeds to process 603. In process 603, the user A target speed TVSPLA [Rk] is substituted for the target speed Vin when entering the curve. Proceed to In the process 602, when the speed learning value NUM_USER = 2, it is determined that the user B is driving and the process proceeds to the process 604. In the process 604, the user B target speed TVSPLB [Rk] is substituted for the target speed Vin when entering the curve. Then, the process proceeds to process 606. In process 602, if NUM_USER ≠ 1, 2, it is determined that other than users A and B are driving, and the process proceeds to process 605. In process 605, the target speed Vin when entering the curve (reference) Value) TVSPLO [Rk] is substituted and the processing proceeds to step 606. Next, in process 606, the deceleration distance X is calculated according to the speed VSP and the target speed Vin when entering the curve. The deceleration distance X indicates the distance required when decelerating at a predetermined deceleration from the vehicle speed VSP to the target speed Vin when entering the curve. The deceleration distance X is obtained from the equation (3).

X = 1/2 × A1 × T ² + Vs × T + (Va ² −Vin ² ) ÷ (2 × A2) (3)
Here, A1 is a deceleration assuming an initial engine brake, and A2 is a deceleration assuming a foot brake. T is the time for which the deceleration A1 is continued, and is preferably set in consideration of the time for the driver to step from the accelerator pedal to the brake pedal. Vs indicates the speed at the start of deceleration, and Va is the speed when the initial deceleration is completed. The speed Va is expressed by equation (4) using the deceleration A1 and the time T.

Va = Vs−A1 ・ T (4)
After the deceleration distance X is calculated in the process 606, the process proceeds to the process 607, and the curve reach distance D is calculated in the process 607. The curve reach distance D indicates the distance between the entrance of the curve detected according to the GPS receiver signal and the map DB and the vehicle position, and the vehicle position calculated according to the GPS receiver signal. It is calculated according to the map DB.

  After the curve reach distance D is calculated in the process 607, the process proceeds to a process 608. In the process 608, the deceleration distance X and the curve reach distance D are compared to determine whether or not the deceleration start point has been reached. If it is determined in process 608 that the deceleration distance X is smaller than the curve arrival distance D and the vehicle has not reached the deceleration start point, the process proceeds to process 609, and in process 609, the control timer t is cleared (= 0). In step 610, the set vehicle speed VSPSET is substituted for the second target speed TVSP, and the process ends.

  If it is determined in process 608 that the deceleration distance X is equal to or greater than the curve arrival distance D and the vehicle has reached the deceleration start point, the process proceeds to process 611. In process 611, the control timer t is incremented, and the process proceeds to process 612. In the process 612, when the control timer t is smaller than the time T, the process proceeds to the process 613. In the process 613, the second target speed TVSP is calculated by the deceleration assuming the engine brake, and the process is terminated. The calculation of the second target speed TVSP in the process 613 is executed by the equation (5). However, the lower limit of the second target speed TVSP is limited by the speed Va when the initial deceleration is completed.

TVSP (n) = TVSP (n-1) −A1 · t (5)
In the process 612, when the control timer t becomes equal to or longer than the time T, the process proceeds to the process 614. In the process 614, the second target speed is calculated by the deceleration assuming the foot brake, and the process is terminated. The calculation of the second target speed TVSP in the process 614 is executed by the equation (6). However, the lower limit of the second target speed TVSP is limited by the target speed Vin when entering the curve.

TVSP (n) = TVSP (n-1) −A2 · t (6)
As described above, the second target speed can be set so as to match the preferences of a plurality of drivers by the processing shown in FIG.

  Next, a method of calculating target parameters such as the target gear position TGP, the target engine torque TTENG, the target brake pressure TPBRK from the target speed calculated by the target speed setting means 300 will be described using FIG.

  FIG. 7 is a block diagram illustrating a target parameter calculation method.

  The target parameter calculation means 700 receives the target speed and vehicle speed calculated by the target speed setting means 300, and the braking / driving torque calculation unit 701 drives the vehicle drive shaft required according to the deviation between the target speed and the vehicle speed. Calculate shaft demand torque (including braking torque). As for the drive shaft required torque, a positive value is a drive torque, and a negative value is a braking torque. The drive shaft required torque is preferably calculated using feedback control or the like so that the deviation between the target speed and the vehicle speed is small. The target parameter calculation unit 702 calculates the target gear position TGP, the target engine torque TTENG, and the target brake pressure TPBRK according to the drive shaft required torque calculated by the braking / driving torque calculation unit 701 and the current gear position of the transmission. For example, the target engine torque is calculated according to the drive shaft required torque and the gear ratio of the current gear position, and if the calculated target engine torque is inappropriate, the target gear position is set to realize an appropriate engine torque. change.

  As described above, in the first traveling mode, the transmission, the engine, and the brake are controlled according to the target gear position TGP, the target engine torque TTENG, and the target brake pressure TPBRK calculated by the target parameter calculation unit 700, respectively. Therefore, the vehicle speed can be made to follow the target speed set by the target speed setting means 300.

  Next, the effect of the present invention will be described with reference to FIG.

  FIG. 8 is a chart showing the trajectory of the second target speed when a curve is detected in front of the host vehicle.

  As described with reference to FIGS. 2 and 3, before the second target speed update process at the time of entering the curve, the target speed at the time of entering the curve is set to the reference value TVSPL0 [Rk], and the target speed setting means The second target speed as indicated by the dotted line 810 in FIG. First, the first deceleration is started at the point S0 in the figure, the second deceleration is started at the point A0 in the figure, and the target speed at the time of entering the curve becomes the reference value TVSPL0 [Rk] at the point B in the figure.

  Next, a method for setting a target trajectory when the user A is driving will be described.

  Assume that the user A presses the switch 11a and the user interface 11 sets NUM_USER = 1 as user information. When the ACC switch 30 is in an OFF state, that is, during normal operation (travel mode MODE = 2), when a curve having a radius of curvature near Rk travels on a speed trajectory as indicated by a solid line 801 in the figure, The storage means 29 stores the vehicle speed VSP at the time of curve driving, and performs the update process of the second target vehicle speed TVSPLA [Rk] of the user A. Thereafter, the ACC switch 30 is turned on, that is, when the vehicle is switched to speed control (travel mode MODE = 1) and a curve having a curvature radius in the vicinity of Rk is detected, the target speed setting means 300 indicates the broken line 811 in the figure. The second target speed is set. That is, the first deceleration is started at the point S1 in the figure, the process proceeds to the second deceleration at the point A1 in the figure, and the target speed when entering the curve becomes the reference value TVSPLA [Rk] at the point B in the figure. At this time, as shown by the equation (1), the second target vehicle speed TVSPLA [Rk] of the user A is updated according to the weight KA. It approaches the velocity trajectory of mode MODE = 2).

  Next, a method for setting a target trajectory when the user B drives will be described.

  Assume that the user B presses the switch 11b and the user interface 11 sets NUM_USER = 2 as user information. When the ACC switch 30 is in an off state, that is, during normal operation (travel mode MODE = 2), when a curve having a radius of curvature near Rk travels on a speed trajectory as indicated by the solid line 802 in the figure, The storage means 29 stores the vehicle speed VSP at the time of curve traveling, and performs the update process of the second target vehicle speed TVSPLB [Rk] of the user B. Thereafter, the ACC switch 30 is turned on, that is, when the speed control (running mode MODE = 1) is switched and a curve having a curvature radius in the vicinity of Rk is detected, the target speed setting means 300 indicates the broken line 812 in the figure. The second target speed is set. That is, the first deceleration is started at the point S2 in the figure, the process proceeds to the second deceleration at the point A2 in the figure, and the target speed at the time of entering the curve becomes the reference value TVSPLB [Rk] at the point B in the figure. At this time, the second target vehicle speed TVSPLB [Rk] of the user B is updated according to the weight KB, as shown by the equation (2), and therefore, during normal operation (running) indicated by a solid line 802 in the figure at a predetermined rate. It approaches the velocity trajectory of mode MODE = 2).

  As described above, a plurality of drivers can be identified by the user interface 11 in a simple manner, and the vehicle state parameter (vehicle speed VSP) during normal driving (driving mode MODE = 2) is stored. The target speed update process can be executed, and speed control according to the preferences of a plurality of drivers is possible.

  In addition to the method described with reference to FIG. 5, it is preferable that the update process not use the average value of the vehicle speed during curve traveling, or not perform the update process when entering or exiting a curve. This is because if the vehicle behavior becomes unstable during curve driving due to the driver's operation or surrounding conditions, the above update process may cause the driver to reflect characteristics that the driver does not want. This is because it becomes difficult to reflect it faithfully. Therefore, under the conditions that "the vehicle position is not near the entrance / exit of the curve", "acceleration / deceleration is below a predetermined value", or "accelerator pedal depression amount / brake pedal force variation is below a predetermined value" It is desirable to perform update processing.

  Next, a control method in the case where a preceding vehicle has interrupted in front of the host vehicle while the speed control is performed by detecting the curve ahead of the host vehicle will be described with reference to FIG.

  FIG. 9 is a schematic diagram when a preceding vehicle interruption occurs when the vehicle is decelerated in advance according to information on the radius of curvature of the curve.

  In FIG. 9, as in FIG. 2, it is assumed that a vehicle 210 is traveling on a road 200 composed of a straight road 201 and a curved road 202.

  First, at the point G in the figure, when the in-vehicle terminal device 10 detects the forward curve road 202 according to the vehicle position information output from the GPS receiver and the map DB, the traveling control device 20 detects the curve reach distance D ( (Distance from the entrance of the curved road 202 indicated by point B in the figure to the vehicle position). Further, when the forward curve road 202 is detected, the traveling control device 20 calculates the second target speed Vin when entering the curve according to the value of the curvature radius Rk, and according to the calculated target speed Vin. A deceleration distance X (a distance necessary to decelerate from the speed set according to the current vehicle speed or the straight road 201 to the speed at the time of entering the curve) is calculated.

  Next, when the curve arrival distance D is equal to or less than the deceleration distance X at the point S (velocity Vs) in the figure, as described with reference to FIG. 2, the second curve according to the curve curvature radius information indicated by the solid line 203 in the figure. The target speed is calculated by the travel control device 20, and deceleration of the vehicle is started in accordance with the second target speed.

  Thereafter, at the point Sx in the figure, when the preceding vehicle 910 has interrupted due to a lane change, rapid deceleration, or the like, the inter-vehicle distance is detected by inter-vehicle distance detection means such as a radar or a camera. When the preceding vehicle is recognized in front of the host vehicle by the inter-vehicle distance detection means, the speed Vf of the preceding vehicle 910 indicated by the dotted line 913 is calculated and a target speed (first target speed) corresponding to the speed Vf is set. It is necessary to control the speed of the host vehicle according to the set first target speed and maintain the distance between the preceding vehicle 910 and a predetermined value. At this time, the target speed (second target speed) corresponding to the curve curvature radius information indicated by the solid line 203 in the drawing is higher than the speed Vf of the preceding vehicle 910 indicated by the dotted line 913. If the speed of the host vehicle is controlled in accordance with the target speed 2), the host vehicle 210 may collide with the preceding vehicle 910. Therefore, when the target speed (second target speed) corresponding to the information on the curve curvature radius is higher than the speed Vf of the preceding vehicle 910 between the point Sx and the point C in the diagram, the preceding vehicle The target speed (first target speed) set according to the speed Vf of 910 is selected as a reference value, the target speed is set according to the selected reference value, and the target speed is automatically set according to the set target speed. It is desirable to control the speed of the car.

  Further, after the point C in the figure, when the preceding vehicle 910 continues traveling at the speed Vf without reducing the speed, that is, the speed Vf of the preceding vehicle 910 indicated by the dotted line 913 is indicated by the solid line 203 in the figure. When the target speed (second target speed) corresponding to the curve curvature radius information becomes low, the target speed (first target speed) set according to the speed Vf of the preceding vehicle 910 is automatically determined. If the speed of the vehicle is controlled, the vehicle cannot travel at an appropriate speed on the curve road 202 ahead, and the passenger may feel uncomfortable. Therefore, after the point C in the figure, that is, the target speed (first target speed) set according to the speed Vf of the preceding vehicle 910 is the target speed (second target speed) according to the information on the curve curvature radius. If it is higher, the target speed (second target speed) corresponding to the curve curvature radius information is selected as the reference value, and the target speed is set according to the selected reference value. It is desirable to control the speed of the vehicle according to the target speed.

  As described above, when the preceding vehicle interruption occurs when the vehicle is decelerated in advance according to the information on the radius of curvature of the curve, the target speed (the first speed set according to the speed Vf of the preceding vehicle 910) ) And the lower target speed (second target speed) corresponding to the information of the curve curvature radius is selected as a reference value, and the target speed is set according to the selected reference value. That is, it is possible to maintain comfort and safety by setting a target speed as shown by a broken line 903 in the figure and controlling the speed of the vehicle according to the set target speed.

  Next, using FIG. 10, while a curve ahead of the host vehicle is detected and speed control is performed, the preceding vehicle interrupts the front of the host vehicle, and then precedes the host vehicle ahead by changing the lane of the preceding vehicle. A control method when the vehicle is no longer recognized will be described.

  FIG. 10 is a schematic diagram when a preceding vehicle interruption occurs when the vehicle is decelerated in advance according to information on the radius of curvature of the curve, and the preceding vehicle is no longer recognized after a predetermined time has elapsed.

  In FIG. 10, as in FIGS. 2 and 9, it is assumed that the vehicle 210 is traveling on the road 200 configured by the straight road 201 and the curved road 202, and the control up to the point Y in the figure is performed. Since this is the same as the embodiment shown in FIG. 9, its detailed description is omitted.

  In FIG. 10, since the preceding vehicle 910 is recognized in front of the own vehicle in the same manner as in FIG. 9 from the point Sx in the figure to the point Y in the figure, it is indicated by a dotted line 913 in the figure as described in FIG. The speed of the host vehicle is controlled according to the target speed (first target speed) corresponding to the speed Vf of the preceding vehicle 910. A mode in which this control is performed is defined as a first control mode.

  After that, when the preceding vehicle 910 is no longer recognized at the point Y in the figure due to lane change, rapid acceleration, or the like, there is no preceding vehicle ahead of the host vehicle, so the curve curvature radius information indicated by the solid line 203 in the figure is displayed. It is necessary to control the speed of the own vehicle according to the corresponding target speed (second target speed). A mode in which this control is performed is defined as a second control mode.

  Here, when a transition from the first control mode to the second control mode occurs at the point Y in the figure, the target speed changes stepwise as indicated by the solid line arrow 1001 in the figure. The vehicle is temporarily accelerated and then decelerates. That is, the passenger is given a feeling of acceleration and deceleration in a short time, and there is a concern that comfort will be significantly reduced.

  Therefore, before and after the point Y in the figure (the point at which the preceding vehicle 910 is no longer recognized), it is necessary to change the target speed gently to prevent sudden changes in the speed of the host vehicle. That is, before and after the point Y in the figure where the first control mode is changed to the second control mode, the target speed (first target speed) set according to the speed Vf of the preceding vehicle 910 is within a predetermined range. It is desirable that the target speed is set by the control and the speed of the own vehicle is controlled according to the set target speed. For example, as indicated by a broken line 1003 in FIG. 10, the target speed (second target speed) corresponding to the curve curvature radius information from the point Y in the figure where the preceding vehicle 910 is no longer recognized is the speed Vf of the preceding vehicle 910. The target speed (first target speed) set in the first control mode is continued for a predetermined time until the point Cx in the figure, which decreases to the target speed (first target speed) set according to the above.

  As described above, when the vehicle is decelerated in advance according to the curve curvature radius information, if the preceding vehicle interrupt occurs and the preceding vehicle is not recognized after a predetermined time, the speed of the preceding vehicle 910 The target speed is set within a predetermined range from the target speed (first target speed) set according to Vf. That is, it is possible to maintain comfort by setting a target speed as indicated by a broken line 1003 in the figure and controlling the speed of the vehicle according to the set target speed.

  In FIG. 10, a method of continuing the target speed (first target speed) set according to the speed Vf of the preceding vehicle 910 for a predetermined time before and after switching between the first control mode and the second control mode. However, the target speed may be changed using a predetermined change amount upper limit value. For example, a change amount upper limit value that does not give a sense of incongruity to the occupant may be provided, and the target speed may be gradually increased from point Y in the figure, or the target speed Vin when entering a curve is set as the lower limit value, As shown, the target speed may be gradually decreased from the point Y in the figure.

  In this embodiment, as an example of a system for extracting the road shape from the map information and controlling the own vehicle according to the extracted road shape, a system for controlling the speed in advance before the curve is described. The present invention can also be applied to a system that extracts stop line, school zone, speed limit information, and the like from map information and controls the speed of the vehicle according to the extracted information. For example, in a system that performs deceleration / stop control according to stop line information, the stop line is recognized according to map information, and the target speed of the vehicle is set according to the recognized stop line. That is, the target speed at the time of entering the curve of this embodiment is set to the target speed of the stop line, that is, 0 km / h. By controlling the speed of the vehicle according to the set target speed, it is possible to perform deceleration / stop control according to the stop line. In this system, in the driving mode (MODE = 2) in which the vehicle is controlled during normal driving, that is, in accordance with a signal generated by the driver's operation, the speed of the vehicle at the time of deceleration / stop is determined. The driver's uncomfortable feeling can be reduced by performing the deceleration / stop control according to the above-described map information according to the stored speed.

  The system for extracting stop line, school zone, speed limit information, etc. from the map information and controlling the speed of the vehicle according to the extracted information has also been described with reference to FIGS. It goes without saying that the conventional ACC preceding vehicle following control and the speed control switching control method according to the map information are applicable.

  FIG. 11 is a schematic diagram of a vehicle travel control apparatus according to Embodiment 2 of the present invention.

  First, the configuration and processing contents of the in-vehicle terminal device 10 will be described. The in-vehicle terminal device 10 includes a road information acquisition unit 51, a mode selection switch 52, and an information notification unit 53, and is programmed in a computer (not shown) of the in-vehicle terminal device 10 and repeatedly executed at a predetermined cycle.

  The road information acquisition means 51 acquires the signal of the own vehicle position output from a GPS (Global Positioning System) receiver mounted on the vehicle. Further, road information around the host vehicle is acquired by communication with a map DB (Data Base) or infrastructure, and the acquired road information is transmitted to the travel control device 20 using communication means such as an in-vehicle LAN (Local Area Network). Is output. Here, the road information acquired by the road information acquisition means 51 includes, for example, (1) natural conditions, (2) time information, and (3) route information in a section that may affect the progress of the own vehicle. Etc. The natural conditions include weather (including information on the clear weather, rainfall, snowfall, fog, etc. and its degree), visibility, road surface condition (coefficient of friction of the road surface), temperature, humidity and the like including past history. The time information includes season information and the like in addition to the time. The route information includes curves and gradient information (curve curvature radius, curve crossing gradient, slope inclination angle, etc.), regulation speed, speed regulation information (construction, accidents, etc.), traffic information, toll booth, presence / absence of branching / merging Information on the position (start position and end position or section length depending on the type of information).

  The mode selection switch 52 is an operation means that can be selected by a driver and can select one of the following four modes. In this embodiment, in the speed control mode based on various target speeds that are the first traveling mode, first, (1) the inter-vehicle distance control with the preceding vehicle is added to the constant speed operation based on the set target speed. This is the first control mode. In other words, it is called ACC (Adaptive Cruise Control: Inter-vehicle distance adaptive speed control), and the conventional CC (Cruise Control: speed control), which controls according to the target speed set by the driver, This is a control mode with an added control function. Next, (2) a second control mode based on road conditions such as a curve. Further, (3) there is a mode that uses both the first and second control modes. Furthermore, (4) manual operation which is the second traveling mode described above can be selected.

  The information notification means 53 displays the current travel and control mode, situation guidance such as a curve ahead of the road, warning display of the presence of a preceding vehicle, the target speed in the first and second control modes, and advance guidance for deceleration. Informs the driver by voice and screen.

  In addition, as the vehicle-mounted terminal device 10, for example, a car navigation system that informs a passenger of a route to a destination can be used.

  The inter-vehicle distance detection means 6 detects the inter-vehicle distance from the preceding vehicle using a camera or radar mounted on the vehicle, and the detected inter-vehicle distance is output to the travel control device 20 using communication means such as an in-vehicle LAN. .

  Next, the configuration and processing contents of the travel control device 20 will be described.

  The travel control device 20 includes a first target speed calculation means 2, a second target speed calculation means 3, a target speed selection means 211, and a speed control means 22 (corresponding to 700 in FIG. 7), and is programmed in a computer (not shown). The process is repeatedly executed at a predetermined cycle. The speed control means 22 includes a braking / driving torque calculator 701 and a target parameter calculator 702.

  As described above, the first target speed calculation unit 2 adds the first target speed to which the speed limit corresponding to the inter-vehicle distance detected by the inter-vehicle distance detection unit 6 is added in addition to the set target speed for constant speed operation. Calculate. For example, when the inter-vehicle distance continues to decrease, the target speed is calculated so that the target speed is decreased to increase the inter-vehicle distance, and basically the predetermined inter-vehicle distance is maintained. Since this calculation method itself is a basic function of ACC and is a well-known technique, the details are omitted.

  The second target speed calculation means 3 calculates the second target speed according to the road information acquired by the road information acquisition means 51. Basically, if the target speed is the regulated speed of the road that is currently running or the set constant speed, and if a curved road is detected in front of the course, the vehicle will safely pass the curved road. A second target speed that can be calculated is calculated. At this time, the search range for calculating the second target speed for the acquired road information may be a distance required to stop from the current speed when the host vehicle decelerates at a predetermined deceleration. desirable. For example, it is desirable that the predetermined deceleration is a deceleration that the driver does not feel loose, and a distance until the driver can safely stop is obtained to search within the deceleration range. Further, the search range may be determined from the ROM (Read Only Memory) capacity of the computer. In other words, it is desirable to reduce the ROM capacity of the computer and the calculation time, and set the range until the vehicle can be safely stopped as the search range.

  The target speed selection unit 211 outputs a target speed corresponding to the state of the mode selection switch 52 operated by the driver to the speed control unit 22. That is, in the first control mode, it is the first target speed obtained by adding a restriction based on the distance between the preceding vehicle and the set target speed for constant speed operation, and in the second control mode, the road condition such as a curve is applied. This is the second target speed based. In the combined mode of the first and second control modes, the lower priority of the first and second target speeds is taken and output to the speed control means 22. Further, in the third control mode, which is a connection from the first control mode to the second control mode, when switching from the first target speed to the second target speed, a third target speed (pattern) that connects these is selected. ) Is calculated. Then, the third target speed is output to the speed control means 22, and the speed of the host vehicle is controlled along the third target speed pattern.

  The speed control means 22 (equivalent to 700 in FIG. 7) inputs the target speed and the vehicle speed of the host vehicle to the braking / driving torque calculation unit 701, and calculates a torque command so that the speed of the host vehicle approaches the target speed. And output to the target parameter calculation unit 702.

  The target parameter calculation unit 702 calculates the target gear position TGP, the target engine torque TTENG, and the target brake pressure TPBRK according to the obtained torque command, and the transmission control means 26, the engine control means 27, and the brake control means. Command to 28. That is, the target gear position TGP, the target engine torque TTENG, and the target brake pressure TPBRK are calculated according to the drive shaft required torque calculated in the braking / driving torque calculation unit 701 and the current gear position of the transmission. For example, the target engine torque is calculated according to the gear ratio between the drive shaft required torque and the current gear position, and if the calculated target engine torque is inappropriate, the target gear position is set to realize an appropriate engine torque. To change.

  The transmission, engine, and brake are controlled by transmission control means 26, engine control means 27, and brake control means 28, respectively.

  Thus, the transmission, the engine, and the brake are controlled according to the target gear position TGP, the target engine torque TTENG, and the target brake pressure TPBRK calculated by the target parameter calculation unit 702. For this reason, the vehicle speed can be made to follow the first or second target speed calculated by the first target speed calculation means 2 or the second target speed calculation means 3.

  Next, a method for controlling the speed according to the second target speed according to the road condition or the like when the second control mode is selected in the second embodiment will be described.

  First, the processing flow in the second target speed calculation means 3 in the second control mode in the situation where there is a curve ahead described with reference to FIG. 2 is the same as that in FIG. Furthermore, with reference to FIG. 9, the control method in the case where a preceding vehicle has interrupted in front of the host vehicle while the speed control is performed by detecting the curve ahead of the host vehicle described in the first embodiment is also implemented. Similar to Example 1.

  These are the controls common to the first embodiment in the second embodiment of the present invention. Next, a new control operation according to the second embodiment will be described.

  FIG. 12 is an explanatory diagram of a control state at the time of transition from the first control mode to the second control mode in the second embodiment of the present invention. First, while detecting the curve ahead of the host vehicle and performing speed control in the second control mode, the preceding vehicle interrupts in front of the host vehicle and switches from the second control mode to the first control mode. Speed control. Thereafter, when the lane of the preceding vehicle is changed, the preceding vehicle is not recognized in front of the host vehicle, and the control is performed when the first control mode is changed to the second control mode again.

  In FIG. 12, as in FIGS. 2, 9, and 10, it is assumed that the vehicle 210 is traveling on the road 200 in which the curved road 202 exists in front of the straight road 201, up to the point Y. This control is the same as that in the embodiment shown in FIGS.

  In FIG. 12, since the preceding vehicle 910 is recognized in front of the host vehicle from the Sx point to the Y point in the same manner as in FIGS. 9 and 10, the speed Vf of the preceding vehicle 910 is set in the first control mode. The speed of the host vehicle is controlled according to the first target speed 913. After that, when the preceding vehicle 910 is no longer recognized at the point Y due to a lane change or rapid acceleration of the preceding vehicle 910, the second control according to the curve information in the second control mode is started again from the first control mode. The speed of the own vehicle is controlled according to the target speed 203.

  Here, when the transition from the first control mode to the second control mode occurs at the point Y, the target speed changes stepwise as indicated by a solid arrow 1201, so that the host vehicle temporarily Accelerate and then slow down. At this time, a feeling of acceleration and deceleration is given to the occupant in a short time, and comfort is significantly reduced.

  Therefore, in this control example, before and after the point Y where the preceding vehicle 910 is no longer recognized, the target speed is set to patterns 1203 to 1205 so as to prevent a sudden change in the speed of the own vehicle. That is, the target speed (pattern) 1203 to 1205 is set so that the acceleration / deceleration of the host vehicle is within a predetermined range before and after the point Y where the transition from the first control mode to the second control mode occurs. The speed of the host vehicle is controlled according to the set third target speed (pattern). This control mode is defined as a third control mode. For example, as shown in a target speed pattern indicated by a broken line 1203, the third target speed is set by changing to the third control mode from a point Y at which the preceding vehicle 910 is no longer recognized. In other words, to accelerate to the second target speed 203 according to the curve curvature radius information at an acceleration within a predetermined range, the acceleration is temporarily stopped from the point C1 in order to prevent a sudden change in the speed of the host vehicle. Then, the section up to the point C2 where the second target speed 203 is reached is driven at a constant speed. After that, from the point C2 at which the second target speed 203 is reached, the transition to the second control mode is made again, and the speed of the host vehicle is controlled according to the second target speed 203.

  As described above, before and after the transition from the first control mode to the second control mode, the transition to the second control mode is performed with the third target speeds (patterns) 1203 to 1205 interposed therebetween.

Here, in the third control mode, the speed of the host vehicle is controlled according to the third target speed (pattern) 1203 to 1205 so that the acceleration / deceleration of the host vehicle is within a predetermined range. As the acceleration / deceleration setting range here, it is desirable to adopt a value defined by ACC. Specifically, it is defined in JIS (Japanese Industrial Standards). According to JIS standard number: JIS D 0801, “the average automatic deceleration must not exceed 3.0 m / s ² ” and “the automatic acceleration of the ACC system must not exceed 2.0 m / s ² ” a. For this reason, it is desirable that the acceleration in the third control mode is 2.0 m / s ^{2 or} less and the deceleration is 3.0 m / s ^{2 or} less. Thus, by setting an acceleration / deceleration within an allowable range in the existing system (ACC), safety can be ensured and speed control according to the standard can be performed.

  In addition, since the feeling of acceleration and deceleration feels different for each driver, an acceleration / deceleration in which the driver does not feel uncomfortable may be set in advance, and the setting means includes a touch panel etc. on the in-vehicle terminal device 10, The driver himself / herself may set a desired value. Further, instead of setting a favorite value by the driver himself / herself, a learning control may be used in which acceleration / deceleration during normal driving is stored and the target speed is set using the stored value. By setting the acceleration / deceleration in this manner, speed control that matches the preferences of a plurality of drivers can be achieved.

  As described above, when a preceding vehicle interrupt occurs while the vehicle is decelerated in advance according to the curve information, and then the preceding vehicle is no longer recognized due to a lane change, the speed is adjusted from the first target speed. A transition is made to the second target speed across the third target speed that limits the speed. That is, from the first target speed 1202 set according to the speed Vf of the preceding vehicle 910, the second target speed 203 is sandwiched between the third target speeds (patterns) 1203 to 1205 whose acceleration / deceleration is in a predetermined range. To migrate. By controlling the speed of the vehicle according to the third target speed (pattern) 1203 to 1205, comfort can be maintained.

  As the third target speed pattern, as indicated by a one-dot chain line 1204, the first target speed set according to the speed Vf of the preceding vehicle 910 may be continued for a predetermined time from the point Y. Further, as indicated by a two-dot chain line 1205, the target speed Vin at the time of entering the curve may be set as a lower limit value, and the target speed may be gradually decreased from the Y point. Furthermore, the section from the C1 point to the C2 point of the broken line 1203 is not a constant speed run, but a change amount upper limit value that does not give the passenger a sense of incongruity is provided, and the target speed is gradually increased from the Y point to reach the C2 point. The target speed may be gradually lowered before the start (not shown).

  As described above, in FIG. 12, the target speed setting method when switching from the first control mode to the second control mode has been described. However, the target speed is set so that the acceleration / deceleration of the host vehicle is within a predetermined range. It goes without saying that the setting is not limited to this, and various patterns exist.

  As described above, in the first control example according to the second embodiment of the present invention, the preceding vehicle is interrupted in front of the own vehicle during the speed control by detecting the curve ahead of the own vehicle, and then the preceding vehicle is not recognized. The control method in the case has been described. However, the present invention can also be applied to the case where the preceding vehicle is continuously recognized.

  Next, as a second control example in the second embodiment of the present invention, a curve ahead of the host vehicle is detected and the preceding vehicle transitions to the interrupt first control mode during the second control mode, and then A control method when the preceding vehicle is accelerated and the preceding vehicle is no longer recognized will be described.

  FIG. 13 is an explanatory diagram of a control situation of the second control example at the time of transition from the first control mode to the second control mode in the second embodiment of the present invention.

  In FIG. 13, as in FIG. 12, it is assumed that a vehicle 210 is traveling on a road 200 composed of a straight road 201 and a curved road 202, and control up to point Y is shown in FIG. This is the same as the control example shown, and a duplicate description is avoided.

  In FIG. 13, the preceding vehicle 910 is recognized in front of the host vehicle from the Sx point to the Y point in the same manner as in FIG. 12, and therefore, in the first control mode, as illustrated in FIG. The speed is controlled according to the first target speed corresponding to the speed Vf of the preceding vehicle 910 shown.

  Thereafter, at the point Y, when the preceding vehicle 910 starts accelerating and the speed Vf of the preceding vehicle 910 exceeds the speed according to the curve curvature radius information indicated by the first target speed 203, the first control mode is set. If it continues, as shown by the solid line arrow 1301, the own vehicle is temporarily accelerated. After that, the vehicle starts to decelerate, but there is a concern that comfort will be remarkably reduced because the passenger will be given a feeling of acceleration and deceleration in a short time.

  Therefore, after the Y point has elapsed, the target speed is gradually changed to prevent a sudden change in the speed of the host vehicle. That is, the third target speed (pattern) is set so that the acceleration / deceleration of the host vehicle falls within a predetermined range by the third control mode after the point Y at which the first control mode transitions to the second control mode. 1303 is set, and the speed of the host vehicle is controlled according to the set third target speed 1303. For example, the vehicle shifts to the third control mode from the point Y at which the preceding vehicle 910 starts accelerating, and as shown by the broken line 1303, the vehicle is temporarily accelerated toward the second target speed 203 corresponding to the curve information at a predetermined acceleration. . Thereafter, in order to prevent a sudden change in speed, the acceleration is temporarily stopped from the point C1 and the section from the point C2 reaching the second target speed 203 is made to run at a constant speed. After that, from the point C2 at which the second target speed 203 is reached, the transition to the second control mode is made again, and the speed of the host vehicle is controlled according to the second target speed 203. Thus, the speed is controlled with the third target speed (pattern) 1303 interposed during the transition from the first control mode to the second control mode.

  However, the third target speed set in the third control mode in FIG. 13 must not exceed the first target speed 1313 corresponding to the speed Vf of the preceding vehicle 910 in order to prevent a rear-end collision. It is assumed that the target speed 3 is calculated using information on the first target speed 1313.

  As described above, when a preceding vehicle interrupt occurs while the vehicle is decelerated in advance according to the curve information, and when the preceding vehicle starts accelerating and is no longer recognized, the first target speed is The target speed 1303 is shifted to the second target speed 203. That is, the third target speed 1303 whose acceleration / deceleration is within a predetermined range is sandwiched from the first target speed set according to the speed Vf of the preceding vehicle 910, and sudden change of the acceleration / deceleration is suppressed, and the second target speed 203 To migrate. This makes it possible to maintain driver comfort.

  In FIG. 13, the method for setting the third target speed pattern indicated by the broken line 1303 when switching from the first control mode to the second control mode has been described. You may carry out in. However, as in the case of FIG. 12, it goes without saying that there are various third target speed (pattern) setting methods in a range that does not give the passenger a sense of incongruity.

  FIG. 14 illustrates a control situation when the speed Vf of the preceding vehicle is lower than the target speed Vin when entering the curve in the first control example shown in FIG. 12 as a third control example in the second embodiment of the present invention. FIG.

  As in the first control example, when a transition from the first control mode to the second control mode occurs at the point Y, the target speed changes stepwise as indicated by a solid line arrow 1401. Therefore, the vehicle is temporarily accelerated and then decelerates. That is, the passenger is given a feeling of acceleration and deceleration in a short time, and there is a concern that comfort will be significantly reduced.

  Therefore, before and after the point Y, as in the first control example, the vehicle's acceleration / deceleration is set within a predetermined range as in the third target speed pattern indicated by the broken line 1403, for example. Control the speed. In addition, as in the third target speed pattern indicated by a one-dot chain line 1404, the target speed Vin at the time of entering the curve in the second control mode is temporarily accelerated up to an upper limit, and thereafter, Vin is set as the target speed for a predetermined time. Also good. Further, as shown in a third target speed pattern indicated by a two-dot chain line 1405, after the target speed set according to the speed Vf of the preceding vehicle 910 is continued for a predetermined time from the point Y, the speed Vin is gradually increased as an upper limit. It may be accelerated.

  As described above, when a preceding vehicle interrupt occurs while the vehicle is decelerated in advance according to the curve information, and when the preceding vehicle starts accelerating and is no longer recognized, the first target speed is The third target speed is shifted to the second target speed 203 with the target speeds 1403 to 1405 interposed therebetween. That is, the third target speeds 1403 to 1405 whose acceleration / deceleration is within a predetermined range are sandwiched from the first target speed set according to the speed Vf of the preceding vehicle 910, and sudden changes in the acceleration / deceleration are suppressed. Transition to speed 203. This makes it possible to maintain driver comfort.

  In the first to third control examples (FIGS. 12 to 14) of the second embodiment of the present invention, road information is acquired by the road information acquisition means 51, and the speed of the host vehicle is determined according to the acquired road information. As an example of the system that controls the speed, the situation where the speed is controlled in advance before the curve has been described. However, it is not limited to curves, but information such as intersections such as T-shaped roads and crossroads, stop lines, school zones, or speed limits are acquired from road information, and the speed of the vehicle is controlled according to the acquired information. The present invention can also be applied.

  Next, a T-junction will be described as an example as a fourth control example in Embodiment 2 of the present invention.

  FIG. 15 shows a fourth control example according to the second embodiment of the present invention, in which the preceding vehicle turns left while the vehicle is decelerating in advance according to the information of the temporary stop line on the T-junction while following the preceding vehicle. FIG. In the figure, it is assumed that the vehicle 210 is traveling on a straight road 1501 in a T-shaped road 1500 where the straight road 1501 hits the straight road 1502.

  First, at point G, it is assumed that the in-vehicle terminal device 10 detects a temporary stop line 1504 in the front T-junction 1503 according to the information on the vehicle position output from the GPS receiver and the map DB. Then, the traveling control device 20 sets a target speed Vin on the temporary stop line 1504. In this case, since it is a temporary stop line, the target speed is set to 0 km / h. Next, the traveling control device 20 calculates a distance from the vehicle position to the temporary stop line 1504 indicated by point B, that is, a temporary stop line arrival distance D. Moreover, the traveling control apparatus 20 calculates the deceleration distance X according to the set target speed Vin. The deceleration distance X is a distance necessary for deceleration from the speed set according to the current vehicle speed or the straight road 1501 until the vehicle stops at the temporary stop line 1504.

  Next, when the temporary stop line arrival distance D becomes equal to or less than the deceleration distance X at the point S (speed Vs), the second control according to the information on the temporary stop line is performed by the traveling control device 20 as in the case of FIG. A target speed 1511 is calculated, and deceleration of the vehicle is started in accordance with the target speed. Thus, by controlling the speed of the vehicle according to the set second target speed 1511, deceleration / stop control up to the temporary stop line can be performed.

  In the present control example, it is assumed that the preceding vehicle 910 is recognized by the inter-vehicle distance detection means 6 in front of the host vehicle before the point G is reached. Therefore, the first target speed corresponding to the speed Vf of the preceding vehicle 910 indicated by the broken line 1513 is set, the speed of the host vehicle is controlled according to the set target speed 1513, and the inter-vehicle distance from the preceding vehicle 910 is determined. Is maintained at a predetermined value. That is, it is the first control mode as described above.

  Thereafter, at the point Y, the preceding vehicle 910 turns left on the T-shaped road 1503 as indicated by a broken line arrow 1505 in the figure, so that the preceding vehicle 910 is not recognized. In this case, it is necessary to return to the second control mode in which the speed of the host vehicle is controlled according to the second target speed 1511 corresponding to the information on the temporary stop line 1504.

  Here, when the transition from the first control mode to the second control mode occurs at the point Y, the target speed changes stepwise as shown by the solid line arrow 1520 as it is. The car is temporarily accelerated and then decelerates. That is, the passenger is given a feeling of acceleration and deceleration in a short time, and there is a concern that comfort will be significantly reduced.

  Therefore, in this control example, the target speed is gently changed before and after the point Y at which the preceding vehicle 910 is no longer recognized, thereby preventing a sudden change in the speed of the host vehicle. That is, the third target speed is set so that the acceleration / deceleration of the host vehicle is within a predetermined range before and after the point Y at which the transition from the first control mode to the second control mode occurs, as in the embodiment of FIG. (Patterns) 1514 to 1516 are set, and the speed of the own vehicle is controlled accordingly. That is, it is the third control mode. For example, as indicated by a broken line 1514, the transition is made to the third control mode from the point Y where the preceding vehicle 910 is no longer recognized. In other words, to accelerate to the second target speed 1511 according to the information on the temporary stop line, the vehicle is once accelerated at an acceleration within a predetermined range, and the acceleration is temporarily stopped from the point C1 in order to prevent a sudden change in the speed of the vehicle. Then, the section up to the point C2 that reaches the second target speed 1511 is caused to travel at a constant speed. Thereafter, from the point C2 at which the second target speed 1511 is reached, the mode again shifts to the second control mode, and the speed of the host vehicle is controlled according to the second target speed 1511.

  As described above, before and after the transition from the first control mode to the second control mode, the transition is made to the second control mode across the third target speeds 1514 to 1516, and according to the second target speed 1511. Control the speed of your vehicle.

  Here, as described in the first control example (FIG. 12), it is desirable to adopt a value defined by ACC for the setting range of the acceleration / deceleration in the third control mode. Thus, by setting an acceleration / deceleration within an allowable range in the existing system (ACC), safety can be ensured and speed control according to the standard can be performed.

  Further, as described in the first control example (FIG. 12), since the feeling of acceleration and the feeling of deceleration are different for each driver, an acceleration / deceleration at which the driver does not feel uncomfortable may be set in advance. Further, instead of setting a favorite value by the driver himself / herself, a learning control may be used in which acceleration / deceleration during normal driving is stored and the target speed is set using the stored value. By setting the acceleration / deceleration in this manner, speed control that matches the preferences of a plurality of drivers can be achieved.

  As described above, when the vehicle is decelerated according to the information on the temporary stop line on the T-shaped road, if the preceding vehicle is no longer recognized due to a left turn or a course change, the own vehicle is set according to the set target speed. It is possible to maintain comfort by controlling the speed. That is, by controlling the speed of the own vehicle according to the third target speeds 1514 to 1516 whose acceleration / deceleration is within a predetermined range from the first target speed 1513 set according to the speed Vf of the preceding vehicle 910. Can keep comfort.

  As the third target speed, as indicated by a one-dot chain line 1515, the first target speed set according to the speed Vf of the preceding vehicle 910 from the point Y may be continued for a predetermined time. Further, as indicated by a two-dot chain line 1516, the target speed may be gradually decreased from the Y point with the temporary stop line target speed Vin (= zero) as a lower limit value. Furthermore, the section from the C1 point to the C2 point on the broken line 1514 is not traveling at a constant speed, but a change amount upper limit value is set so as not to give the passenger an uncomfortable feeling, and the target speed is gradually increased from the Y point to reach the C2 point The target speed may be gradually lowered before the start (not shown).

  As described above, in FIG. 15, the target speed setting method when switching from the first control mode to the second control mode has been described. However, the target speed is set so that the acceleration / deceleration of the host vehicle is within a predetermined range. It goes without saying that the setting is not limited to this, and various patterns exist.

  Furthermore, when the situation in FIG. 15 is not a T-shaped road but a crossroad, and the preceding vehicle starts acceleration after passing through the temporary stop line, it is considered that the situation is the same as in FIG. Continuing to follow the target speed may cause a significant decrease in comfort. Therefore, similarly, it is desirable to set the target speed so that the acceleration / deceleration of the own vehicle is within a predetermined range, and to control the speed of the own vehicle according to the set target speed. This makes it possible to maintain comfort.

  Although the second embodiment of the present invention has been described above, the present invention may be implemented in the third embodiment shown below.

  FIG. 16 is a schematic diagram of an automobile travel control apparatus according to Embodiment 3 of the present invention.

  In the first control mode in the second embodiment, the first target speed is set by the inter-vehicle distance detection means 6 and the first target speed calculation means 3. On the other hand, in the third embodiment, instead of the inter-vehicle distance control in the first control mode, the manual vehicle speed is controlled according to a signal generated by the driver's operation such as the accelerator pedal depression amount and the brake depression force. Driving, that is, the first traveling mode is set. FIG. 16 differs from FIG. 11 in the travel control device 20, and the configuration and processing contents will be described below.

  The travel control device 20 is constituted by the second target speed calculation means 3 and the speed control means 22 (corresponding to 700 in FIG. 7), programmed in a computer (not shown), and repeatedly executed at a predetermined cycle. The speed control means 22 includes a braking / driving torque calculator 701 and a target parameter calculator 702.

  The braking / driving torque calculation unit 701 of the speed control means 22 inputs the second target speed calculated by the second target speed calculation means 3 and the vehicle speed, and reduces this speed deviation according to the deviation. Thus, a torque command for controlling the speed of the own vehicle is calculated. Then, this torque command is output to the target parameter calculation unit 702. The target parameter calculation unit 702 calculates a target gear position TGP, a target engine torque TTENG, and a target brake pressure TPBRK according to this torque command.

  In the second control mode, commands are given to the transmission control means 26, the engine control means 27, and the brake control means 28 by these. On the other hand, the first control mode does not exist, and in the manual operation mode that is the first travel mode, the control is performed according to the manual operation torque command generated by the driver's operation such as the accelerator pedal depression amount and the brake depression force. Is done. That is, the brake target gear position TGP, the target engine torque TTENG, and the target brake pressure TPBRK are calculated according to the accelerator and brake pedal depression. Then, commands are given to the transmission control means 26, the engine control means 27, and the brake control means 28. The vehicle speed is controlled by appropriately switching between these modes.

  Next, using FIG. 17, while detecting the curve ahead of the host vehicle and performing speed control by manual operation of the driver at a speed lower than the target speed according to the information of the curve curvature radius, A control method when switching to speed control according to road information will be described. That is, this is a control method in the case of switching from the second travel mode, which is a manual operation, to the second control mode in the first travel mode.

  FIG. 17 is an explanatory diagram of a control situation when switching from manual operation by the driver to speed control according to road information in the vicinity of the curve. As in FIG. 2, FIG. 17 assumes a case where the vehicle 210 is traveling on the straight road 201 of the road 200 having the curved road 202 in front of the straight road 201.

  First, the vehicle is traveling on a straight road 201 at a speed Vm indicated by a broken line 1710 by a driver's manual operation. That is, the second traveling mode.

  Thereafter, at point G, as in the case of FIG. 2, the travel control device 20 calculates the curve reach distance D, the target speed Vin at the time of entering the curve, and the deceleration distance X to obtain information on the curve curvature radius indicated by the solid line 203. A corresponding second target speed is calculated.

  Next, at the point Y, the driver operates the mode selection switch 52 to change the speed from the second driving mode by manual driving to the speed information corresponding to the road information that is the second control mode in the first driving mode. Suppose you switch. By this switching, the second control mode for controlling the speed of the host vehicle is set according to the second target speed corresponding to the information of the curve curvature radius indicated by the solid line 203.

  First, as shown by the solid arrow 1701, the target speed changes stepwise, so that the host vehicle is temporarily accelerated and then decelerates. That is, the passenger is given a feeling of acceleration and deceleration in a short time, and there is a concern that comfort will be significantly reduced.

  Therefore, before and after the point Y, as in the case of the first control example (FIG. 12), for example, a third target speed (pattern) indicated by a broken line 1703, a one-dot chain line 1704, or a two-dot chain line 1705 Then, the third target speed (pattern) in which the acceleration / deceleration of the own vehicle falls within a predetermined range is set, and the speed of the own vehicle is controlled.

  In this way, during the speed control by the driver's manual operation at a speed lower than the second target speed according to the curve curvature radius information, the mode is switched to the second control mode according to the road information. In this case, the target speed is switched while the acceleration / deceleration is kept within a predetermined range. That is, it is possible to maintain comfort by setting a third target speed (pattern) as indicated by a broken line 1703, a one-dot chain line 1704, or a two-dot chain line 1705 and controlling the speed according to the target speed. It becomes.

  The driver desires by providing the in-vehicle terminal device 10 with a mode selection switch 52 that switches between the second control mode in the first traveling mode and the manual operation that is the second traveling mode. Switching to the control mode is possible. Specifically, it may be operated by a touch panel for car navigation, or a mode selection switch 52 may be provided around the driver's seat and operated. As a result, the control mode can be switched at the timing intended by the driver, and the operability is improved.

  As described above, in the second and third embodiments of the present invention, when the control mode is switched, the speed of the host vehicle is controlled so that the acceleration / deceleration of the host vehicle is within a predetermined range. However, instead of setting the acceleration / deceleration, the driving force or braking force (torque) of the host vehicle may be within a predetermined range. In addition, instead of setting acceleration / deceleration, comfort can be maintained even if a target speed that does not make the driver feel uncomfortable is set directly before and after switching the control mode.

  In addition, when the vehicle control of the vehicle is performed by the vehicle control device of the present invention, when the vehicle stabilization control device mounted on the vehicle, for example, VDC (Vehicle Dynamics Control) is activated, the vehicle of the present invention is driven. Stop the control device and set the driver to the manual operation state. Similarly, it is desirable to stop the travel control of the vehicle by the travel control device of the present invention even when an ABS (Anti-lock Brake System) or a TCS (Traction Control System) is activated. Further, in the in-vehicle terminal device 10, when the GPS satellite is not captured or the map matching is not established, the accurate road information cannot be obtained. It is desirable to have a manual operation state. Map matching is a technique for logically matching the position of the vehicle detected by GPS on a road. Further, even when the GPS satellite is captured and the map matching is established, when the in-vehicle terminal device 10 determines that the position accuracy is poor, the traveling control of the present invention is stopped, and the driver's It is desirable to have a manual operation state. In addition, when stopping the traveling control of the present invention, a sense of security can be improved by generating a warning sound to the driver by the in-vehicle terminal device.

  Moreover, in the vehicle-mounted terminal device 10 represented by car navigation, the road information acquired by the road information acquisition means 5 and various information calculated by the travel control device 20 are notified to the occupant using voice or a liquid crystal panel. It is good also as a structure. For example, when the road shape (curve road, slope road, etc.) ahead of the vehicle, presence of a toll booth, presence / absence of branch / junction path, or a curve road detected in front of the vehicle, the curve reached as described in FIG. The occupant is notified of the distance D and the target speed Vin when entering the curve.

  FIG. 18 is an example of a display screen of information notifying means for passengers according to one embodiment of the present invention.

  FIG. 18A is a display example of the second target speed corresponding to the constant speed set speed and the road condition. First, it is assumed that the set value of the target speed of the constant speed traveling operation (CC) is displayed as 80 km / h and the numeral 181 and the vehicle approaches the curve during traveling. Here, on the left side of the screen, an arrow 182 indicating the presence of a curve that turns to the left is displayed as the road condition ahead. Then, the safe entry speed to this curve, that is, the second target speed, is indicated by numeral 183 to indicate that it is 50 km / h. Further, when approaching the deceleration start distance X, a guidance display 184 indicating that deceleration is started is performed.

  FIG. 18B shows, in addition to FIG. 18A, a warning display 185 indicating that the preceding vehicle needs attention, and that the speed of the preceding vehicle is 70 km / h, that is, the first target speed or The upper limit is indicated by numeral 186.

  Thereby, since various information can be alert | reported to a passenger | crew beforehand, it becomes possible to improve a passenger | crew's sense of security and safety.

1 is a schematic diagram of an automobile travel control system according to Embodiment 1 of the present invention. FIG. The schematic in the case of decelerating a vehicle beforehand according to the information of a curve curvature radius. The block diagram which calculates target speed from user information and a speed learning value. The flowchart which shows the processing content of the state memory | storage means 29. FIG. The flowchart which shows the update process content of the target speed at the time of curve approach. The flowchart which shows the processing content of the target speed setting means 300. FIG. The block diagram which shows the calculation method of a target parameter. The chart which shows the track | orbit of target speed when a curve is detected ahead of the own vehicle. FIG. 6 is a schematic diagram when a preceding vehicle interruption occurs when the vehicle is decelerated in advance according to information on a curve curvature radius. FIG. 6 is a schematic diagram when a preceding vehicle interruption occurs when a vehicle is decelerated in advance according to information on a curve curvature radius, and the preceding vehicle is no longer recognized after a predetermined time has elapsed. Schematic of the vehicle travel control apparatus according to Embodiment 2 of the present invention. Explanatory drawing of the control condition at the time of the transition from the 1st control mode in Example 2 of the present invention to the 2nd control mode. In Example 2 of this invention, the control condition explanatory drawing of the 2nd control example at the time of the transition from the 1st control mode to the 2nd control mode. FIG. 13 is an explanatory diagram of the control situation when the speed Vf of the preceding vehicle is lower than the target speed Vin when entering the curve in the first control example shown in FIG. 12 as a third control example in Embodiment 2 of the present invention. As a fourth control example according to the second embodiment of the present invention, explanation will be given on the control situation when the preceding vehicle turns left while the vehicle is decelerating in advance according to the information on the temporary stop line on the T-junction while following the preceding vehicle. Figure. FIG. 6 is a schematic diagram of an automobile travel control apparatus according to Embodiment 3 of the present invention. The control condition explanatory view at the time of switching from manual operation of a driver to speed control according to road information in the vicinity of a curve. The figure of an example of the display screen of the information alerting | reporting means to the passenger | crew by one Example of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... In-vehicle terminal device, 11 ... User interface, 11a, 11b ... Switch, 20 ... Travel control device, 21 ... Travel mode switching means, 211 ... Target speed selection means, 22 (700) ... Speed control means, 23 ... Target gear Position calculation unit 24 ... Request torque calculation unit 25 ... Brake pressure calculation unit 26 ... Transmission control means 27 ... Engine control means 28 ... Brake control means 29 ... State storage means 200 ... Road 201 ... Straight line Road 202, curve road 210, host vehicle, 300 target speed setting means, 2 first target speed calculation means, 3 second target speed calculation means, 51 road information acquisition means, 52 mode selection Switch, 53 ... Information notification means, 6 ... Inter-vehicle distance detection means, 700 ... Target parameter calculation means (speed control means), 701 ... Braking / drive torque calculation section 702 ... target parameter calculating section, 910 ... preceding vehicle.

Claims (20)

  First target speed calculation means for calculating a first target speed according to the inter-vehicle distance from the preceding vehicle ahead of the host vehicle, and second target speed calculation means for calculating a second target speed according to the road information And a speed control means for controlling the speed of the host vehicle using the first target speed or the second target speed as a speed command, wherein the speed command of the speed control means is the speed command. An automobile travel control device, comprising: acceleration / deceleration limiting means for limiting the acceleration / deceleration of the speed command within a predetermined range when switching from one target speed to the second target speed.   2. The vehicle running according to claim 1, wherein the acceleration / deceleration limiting means is means for limiting a driving force and / or a braking force generated by an engine and / or a braking device of the own vehicle within a predetermined range. Control device.   2. The acceleration / deceleration limiting means according to claim 1, wherein the acceleration / deceleration limiting means generates a target velocity pattern that continuously changes from the first target velocity to the second target velocity, with the acceleration / deceleration limited within a predetermined range. A travel control apparatus for an automobile, comprising speed pattern generation means.   2. The acceleration / deceleration limiting means according to claim 1, wherein the acceleration / deceleration limiting means inputs the first target speed and the second target speed, gives priority to outputting the lower target speed, and connects the two target speeds. The vehicle travel control device further comprises means for limiting the acceleration / deceleration within a predetermined range.   2. The acceleration / deceleration limiting means for limiting the acceleration / deceleration within a predetermined range when switching from manual operation to speed control means for controlling the speed of the host vehicle using the second target speed as a speed command. A travel control device for an automobile.   2. A manual operation mode based on an accelerator and brake operation of an occupant, a first control mode in which speed control is performed using the first target speed as a speed command, and speed control using the second target speed as a speed command. A mode selection switch for selecting one mode from a plurality of modes including the second control mode, and the speed when the manual operation mode or the first control mode is switched to the second control mode. An automobile travel control device comprising acceleration / deceleration limiting means for limiting the acceleration / deceleration of a command within a predetermined range.   2. The travel control apparatus for an automobile according to claim 1, further comprising target speed notifying means for notifying an occupant of the first target speed and / or the second target speed.   In Claim 1, the target speed setting means at the time of constant speed traveling operation which sets a target speed according to the operation of the occupant, the target speed at the time of constant speed traveling operation, the first target speed and / or the second A vehicle travel control device comprising target speed notification means for notifying a passenger of the target speed of the vehicle.   In a travel control device for an automobile comprising target speed calculation means for calculating a target speed according to road information and speed control means for controlling the speed of the host vehicle using the target speed as a speed command, the target speed is determined from manual operation. An automobile travel control device comprising acceleration / deceleration limiting means for limiting acceleration / deceleration within a predetermined range when switching to speed control means for controlling the speed of the vehicle as a speed command.   10. The vehicle running according to claim 9, wherein the acceleration / deceleration limiting means is means for limiting a driving force and / or a braking force generated by an engine and / or a braking device of the own vehicle within a predetermined range. Control device.   In Claim 9, comprising a mode selection switch for selecting one mode from a plurality of modes including a manual operation mode based on the accelerator and brake operation of the occupant and a speed control mode for speed control using the target speed as a speed command, An automobile travel control device comprising acceleration / deceleration limiting means for limiting the acceleration / deceleration to a predetermined range when the manual operation mode is switched to the speed control mode.   10. The vehicle travel control device according to claim 9, further comprising target speed notification means for notifying an occupant of the target speed.   In Claim 9, the target speed setting means for setting the target speed during the constant speed driving operation according to the operation of the occupant, the target speed during the constant speed driving operation, and the target speed according to the road information to the occupant A travel control device for an automobile, comprising target speed notification means for notification.   A vehicle speed control method comprising: a target speed calculation step for calculating a second target speed according to road information; and a second speed control step for controlling the speed of the host vehicle using the second target speed as a speed command. When the manual operation step based on the accelerator and brake operation of the passenger is switched to the speed control step for controlling the speed of the host vehicle using the second target speed as a speed command, the acceleration / deceleration is limited within a predetermined range. An automobile travel control method comprising a speed limiting step.   15. The vehicle travel control method according to claim 14, further comprising a target speed notification step of notifying an occupant of the second target speed.   In Claim 14, the 1st target speed calculation step which calculates the 1st target speed according to the inter-vehicle distance with the preceding vehicle ahead of the self-vehicle, and the speed of the self-vehicle using the first target speed as a speed command When the speed control step to be controlled and the speed command in the speed control step are switched from the first target speed to the second target speed, the acceleration / deceleration of the speed command is limited within a predetermined range. An automobile travel control method comprising a speed limiting step.   17. The vehicle travel control method according to claim 16, further comprising a target speed notification step of notifying an occupant of the first and / or second target speed.   17. The constant speed travel target speed setting step for setting a target speed for constant speed travel according to the operation of the occupant, the constant speed travel target speed, the first target speed and / or the second target. A vehicle speed control method comprising a target speed notification step of notifying a passenger of a speed.   19. The vehicle travel control method according to claim 18, wherein the target speed notification step displays the target speed numerically.   17. The vehicle according to claim 16, further comprising a deceleration notification step for notifying a passenger that the vehicle is decelerated when the vehicle is decelerated by a speed control step that controls the speed of the host vehicle based on the first and / or second target speed. A feature of a vehicle driving control method.

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