JP3649105B2 - Vehicle travel control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention belongs to the technical field of a vehicle travel control device having a follow-up control mode in which a vehicle travels while maintaining a predetermined distance from a preceding vehicle, and an automatic stop mode in which the host vehicle is automatically stopped according to the stop of the preceding vehicle. .
[0002]
[Prior art]
Conventionally, as a vehicle travel control device, for example, a technique described in Japanese Patent Laid-Open No. Hei 8-192663 is known.
[0003]
This gazette includes a display means at a position where the driver can visually recognize, and when the vehicle speed set by the driver, the distance between vehicles, the presence or absence of a preceding vehicle, and the distance from the preceding vehicle are less than a predetermined value, A technique is described in which the approaching state is displayed, and thereby the control state is easily communicated to the driver.
[0004]
[Problems to be solved by the invention]
However, although the above-described conventional vehicle travel control device discloses that the constant speed travel mode and the follow-up control mode are distinguished and displayed (FIG. 5 of JP-A-8-192663), automatic Since the stop mode related information is not transmitted to the driver, there is a problem that the driver feels uneasy when the vehicle stops by the automatic stop control.
[0005]
That is, when the driver wants to follow the preceding vehicle and turns on the follow-up control start switch, the preceding vehicle follows the preceding vehicle while keeping a predetermined inter-vehicle distance while the preceding vehicle is running (follow-up control mode). When the preceding vehicle stops, the host vehicle automatically stops according to the stop of the preceding vehicle even if the driver does not perform a braking operation (automatic stop mode).
[0006]
As described above, since the automatic stop mode is a control mode that does not intervene the brake operation by the driver, whether or not the vehicle is completely automatically stopped and whether the automatic stop state is correctly maintained by the automatic stop control. It is necessary to provide the driver with information related to the automatic stop mode for determining whether or not.
[0007]
In addition, in the conventional technology, the transition state between the automatic stop mode and the follow-up control mode is not communicated to the driver, so it is difficult for the driver to understand the target vehicle state of the travel control device. There was a problem.
[0008]
Here, the transient state is
(1) A state in which the preceding vehicle is lost during follow-up at an extremely low speed and the vehicle is decelerating to stop.
(2) State in which the vehicle is accelerating from the automatic stop mode by the driver's starting procedure (for example, depressing the accelerator pedal) and has not yet reached the predetermined vehicle speed for judging that the vehicle has exited the automatic stop mode in the control. .
(3) In (2), the vehicle is decelerating to stop automatically because the start procedure is stopped before reaching the predetermined vehicle speed.
Etc.
[0009]
The present invention has been made paying attention to the above-mentioned problems, and the object of the present invention is to correctly recognize the vehicle state related to the automatic stop mode by making the driver recognize the information related to the automatic stop mode without the driver operation. It is an object of the present invention to provide a vehicular travel control device that can eliminate the driver's anxiety caused by being unable to recognize.
[0010]
[Means for Solving the Problems]
  In order to achieve the above object, in the invention described in claim 1, as shown in the claim conceptual diagram of FIG. 1, vehicle speed detecting means for detecting the vehicle speed of the host vehicle,
  A relative distance detecting means for detecting a relative distance between the host vehicle and the preceding vehicle;
  Target inter-vehicle distance setting means for setting the target inter-vehicle distance from the speed of the host vehicle;
  Braking / driving force adjusting means for adjusting the braking force and driving force of the host vehicle;
  A follow-up control mode for controlling the braking / driving force adjusting means so that the relative distance matches the target inter-vehicle distance and an automatic stop mode for maintaining the host vehicle in a stopped state in accordance with the stop of the preceding vehicle can be executed. Traveling control means;
  In the vehicle travel control device, comprising: display means capable of displaying a target vehicle control state by the travel control means; and display determination means for determining whether or not to display the vehicle control state on the display means.
  The display determination means sends a command for displaying information indicating that the automatic stop mode is being executed to the display means.In addition, a command to flash the automatic stop mode execution during the transition state from the following control mode to the automatic stop mode or during the transition state from the automatic stop mode to the following control mode. Is sent to the display meansIt is characterized as a means.
[0011]
In invention of Claim 2, in the vehicle travel control apparatus of Claim 1,
When the display control means is at the time of transition from the follow-up control mode to the automatic stop mode in the travel control means, and the vehicle speed detected by the vehicle speed detection means becomes a value indicating a stop state, A command for displaying that the automatic stop mode is being executed is sent to the display means, and the display indicating that the automatic stop mode is being executed is a means for continuing until the vehicle speed of the host vehicle reaches a predetermined value. It is characterized by.
[0013]
  Claim 3In the described invention, the power of the preceding vehicle capturing means used for detecting the relative distance is turned off during the automatic stop mode.Claim 1 or claim 2In the vehicle travel control device according to claim 1,
  When the display judging means captures the preceding vehicle until immediately before the preceding vehicle capturing means is turned off, it sends a command to the display means to indicate that the preceding vehicle is present, and the captured preceding vehicle is lost. If the time from the start to the stop is within a predetermined time, a command to continue displaying that there is a preceding vehicle is sent to the display means even if the preceding vehicle is not captured immediately before the preceding vehicle capturing means is turned off. It is characterized by having made it a means to do.
[0014]
Operation and effect of the invention
In the first aspect of the invention, in the travel control means, the vehicle speed information, the relative distance information, and the target inter-vehicle distance information are input from the vehicle speed detecting means, the relative distance detecting means, and the target inter-vehicle distance setting means, respectively, and are set as targets. When the vehicle control state is the follow-up control mode, a control command is output to the braking / driving force adjusting means so that the relative distance matches the target inter-vehicle distance, and when the target vehicle control state is the automatic stop mode, A control command is output to the braking / driving force adjusting means so as to maintain the host vehicle in a stopped state in accordance with the stop of the vehicle.
[0015]
When the target vehicle control state in the travel control means is the automatic stop mode, the display determining means sends a command for displaying information indicating that the automatic stop mode is being executed to the display means, and the display means Automatic stop mode information is displayed.
[0016]
  Therefore, by displaying the automatic stop mode information on the display means, it is possible to recognize that the driver is executing the automatic stop mode, and thus whether the vehicle is completely automatically stopped and whether the automatic stop state is correct. It becomes possible for the driver to determine whether or not the vehicle is maintained, and as a result, the driver's anxiety caused by the failure to correctly recognize the vehicle state related to the automatic stop mode can be resolved.
  In addition, the display determination means that the automatic stop mode is being executed during the transitional state at the transition from the follow-up control mode to the automatic stop mode, or during the transitional state at the transition from the automatic stop mode to the follow-up control mode. A command to blink the display is sent to the display means.
  Therefore, the driver can recognize the transient state at the time of the mode transition by the blinking display, and the driver can thereby recognize the vehicle state targeted by the control device (for example, trying to stop or maintaining the stopped state). Is easier to understand.
[0017]
In the invention according to claim 2, the vehicle speed detected by the vehicle speed detecting means at the time of transition from the follow-up control mode to the automatic stop mode by the travel control means in the display determining means is in a stopped state. When the automatic stop mode is being executed, a command indicating that the automatic stop mode is being executed is sent to the display means, and the display indicating that the automatic stop mode is being executed Continue until the value is reached.
[0018]
That is, at the time of transition from the follow-up control mode to the automatic stop mode, the host vehicle automatically stops according to the stop of the preceding vehicle from the traveling state following the preceding vehicle. After that, when the preceding vehicle starts, the host vehicle does not start automatically, but the driver performs a start operation manually, and shifts to the follow-up control mode only when the vehicle speed exceeds a predetermined value. Incidentally, although it is technically possible to start automatically, the policy is to always include the driver's operation for starting.
[0019]
Therefore, since the display start timing is when the host vehicle is stopped, the automatic stop mode display of the driver does not start at an early stage when the host vehicle is in the deceleration state before stopping. A display start timing that matches the start feeling can be obtained. In addition, since the automatic stop mode display is maintained until the time of transition to the follow-up control mode, the manual start operation (accelerator operation) performed by the driver in order to shift from the automatic stop mode to the follow-up control mode must be continued. Can be clarified. As a result, it is possible to avoid the annoyance of canceling the manual start operation at an early stage and automatically stopping again.
[0022]
  Claim 3In the vehicular travel control device in which the power of the preceding vehicle capturing means used for detecting the relative distance is turned off during the automatic stop mode, the preceding vehicle until immediately before the preceding vehicle capturing means is turned off. In the display determination means, a command to continue displaying that there is a preceding vehicle is sent to the display means, and the time from when the preceding preceding vehicle was lost to when it is stopped is predetermined. If it is within the time, the display determination means sends a command to the display means to continue displaying that there is a preceding vehicle even if the preceding vehicle is not caught immediately before the preceding vehicle catching means is turned off.
[0023]
Therefore, it is determined whether the preceding vehicle display is to be continued in the automatic stop mode from the state of capturing the preceding vehicle immediately before the automatic stop. The presence / absence of the preceding vehicle can be matched with the display.
[0024]
DETAILED DESCRIPTION OF THE INVENTION
(Embodiment 1)
First, the configuration will be described.
FIG. 2 is an overall system diagram showing the vehicle travel control apparatus according to the first embodiment. In the figure, 1FL and 1FR are front wheels as driven wheels, 1RL and 1RR are rear wheels as drive wheels, and rear wheels. 1RL and 1RR are driven to rotate by the driving force of the engine 2 being transmitted through the automatic transmission 3, the propeller shaft 4, the final reduction gear 5 and the axle 6.
[0025]
The front wheels 1FL, 1FR and the rear wheels 1RL, 1RR are each provided with a disc brake 7 that generates a braking force, and the braking hydraulic pressure of these disc brakes 7 is controlled by a braking control device 8.
[0026]
Here, the braking control device 8 generates a braking hydraulic pressure in response to depression of a brake pedal 16 described later, and a target braking pressure P from the follow-up control controller 30._B ^*The brake hydraulic pressure is generated in response to the above.
[0027]
Further, the engine 2 is provided with an engine output control device 9 that controls its output. In the engine output control device 9, the engine output is controlled by adjusting the throttle valve opening TH to control the engine speed, and adjusting the idle control valve opening to control the engine 2 idle speed. In the first embodiment, a method of adjusting the opening of the throttle valve is employed.
[0028]
Further, the automatic transmission 3 is provided with a transmission control device 10 for controlling the gear ratio. The transmission control device 10 is configured to upshift or downshift control the gear ratio of the automatic transmission 3 in response to an up / downshift command value TS from the follow-up control controller 30. Has been. Further, the gear change control device 10 selects an arbitrary gear ratio for forward / reverse travel, neutral and parking of the automatic transmission 3 in accordance with a shift position signal Sp from a shift lever 22 described later.
[0029]
On the other hand, in the lower part of the vehicle body on the front side of the vehicle, as a preceding vehicle capturing means, and as a relative distance detecting means for detecting the inter-vehicle distance from the preceding vehicle, laser light is swept and reflected light from the preceding vehicle is reflected. An inter-vehicle distance sensor 12 having a radar-type configuration for receiving light is provided. As the inter-vehicle distance sensor, in addition to the laser radar, a millimeter wave radar, a stereo camera, or the like may be used alone or in combination, or distance measurement is performed by image processing based on distance measurement data from the laser radar or the millimeter wave radar. It is also possible to use a monocular camera.
[0030]
Further, the vehicle includes, for example, wheel speed sensors 13FL and 13FR that detect wheel speeds attached to the front wheels 1FL and 1FR that are driven wheels, an accelerator switch 15 that detects depression of the accelerator pedal 14, and a brake pedal 16. The brake switch 17 that detects the depression, the braking pressure sensor 18 that detects the braking pressure output from the braking control device 8, the shift lever 22 that indicates the shift position selected by the driver, and whether or not to perform the follow-up control. Main switch SW to select_M, Set switch SW_SAnd cancel switch SW for instructing control release_CAnd the drive range detection switch SW that is turned on when the drive range is selected with the select lever_DIs arranged. Here, set switch SW_SCancel switch SW_CAnd drive range detection switch SW_DThe mode transition is instructed by.
[0031]
Here, the main switch SW_MIs one end of the ignition switch SW_IGThis is composed of a momentary changeover switch 20 connected to the battery B via a motor and operated by the driver's will, and a self-holding relay circuit 21.
When the changeover switch 20 is in the OFF position, the switch signal SI_GIs input to the first input terminal t_i1And output terminal t₀The second input terminal t to which the power from the relay circuit 21 is input when it is in the neutral state and is in the neutral position._i2And output terminal t₀Are connected and are in the ON position, the first and second input terminals t_i1And t_i2And output terminal t₀Are connected to each other.
[0032]
The relay circuit 21 has a normally open contact s1 and a relay coil RL that drives the normally open contact s1, and one end of the normally open contact s1 is an ignition switch SW._IGAnd the other end directly and the set switch SW_SAnd a second input terminal t of the change-over switch 20._i2One end of the relay coil RL is connected to the output terminal t of the changeover switch 20.₀And the other end is grounded.
[0033]
Then, the detection signals of the inter-vehicle distance sensor 12, the wheel speed sensors 13FL and 13FR, the accelerator switch 15, the brake switch 17 and the braking pressure sensor 18, the shift position Sp from the shift lever 22, and whether to perform the follow-up control are selected. Main switch SW_M, Set switch S_WSCancel switch S_WCSwitch signal S_M, S_SET, S_CANAnd drive range detection switch S_WDSwitch signal S_DRIs input to the follow-up control controller 30.
[0034]
The follow-up control controller 30 sends a display command to a display 90 (display means) that is integrated with the meter panel 100 in the vehicle compartment so that necessary information that the driver should recognize is visible. Is done.
[0035]
As shown in FIG. 3, the display 90 is incorporated at a lower position in the vehicle speed meter, and is provided with a travel control operation display lamp 91 and a system abnormality warning lamp 92. Further, the display 90 has symbols as shown in FIG. 3, which are a set vehicle speed display unit 93, a set inter-vehicle distance display unit 94, a preceding vehicle display unit 95 indicating the presence or absence of a preceding vehicle, and an automatic stop mode. A display unit 96 is shown.
[0036]
Next, the operation will be described.
[0037]
[Mode transition action]
FIG. 4 is a state transition diagram between the control modes in the control content calculation unit of the follow-up control controller 30.
[0038]
The control standby mode 301 is the main switch S_WMEnters when the state changes from OFF to ON.
[0039]
In the follow-up control mode 302, when the preceding vehicle is not captured by the inter-vehicle distance sensor 12, the vehicle speed V of the host vehicle_SSet vehicle speed V_SETWhen the preceding vehicle is captured, the actual inter-vehicle distance L detected by the inter-vehicle distance sensor 12 is set as the target inter-vehicle distance L.^*The vehicle speed control is performed by controlling the braking control device 8, the engine output control device 9, or the transmission control device 10 so as to match the above.
[0040]
In the control pause mode 303, when the driver's accelerator operation is detected during the follow-up control mode, the control in the follow-up control mode 302 is stopped to give priority to the driver's accelerator operation.
[0041]
In the automatic stop mode 304, a predetermined brake fluid pressure is applied according to the stop of the preceding vehicle, and the host vehicle is maintained in a stopped state.
[0042]
The above four control modes are controlled according to the following transition conditions.
[0043]
Condition 1 is that the set switch SW is in a state where the vehicle is traveling at a vehicle speed within a predetermined value in the D range._SWhen the button is pressed, if the condition 1 is satisfied, the control standby mode 301 transits to the follow-up control mode 302.
[0044]
Condition 2 is satisfied when the accelerator pedal is stepped on while traveling in the follow-up control mode. When condition 2 is satisfied, the control shifts from the follow-up control mode 302 to the control pause mode 303.
[0045]
Condition 3 is a control pause mode, which is established when the accelerator pedal is released while traveling while accelerating with the accelerator pedal. .
[0046]
Condition 4 is that the vehicle is traveling in the follow-up control mode, and the cancel switch SW_CIs satisfied, when a shift operation is performed, or when the brake is stepped on. If condition 4 is satisfied, the tracking control mode 302 transitions to the control standby mode 301.
[0047]
Condition 5 is a control pause mode in which the vehicle is traveling while accelerating with an accelerator pedal._CIs established, when a shift operation is performed, or when the vehicle speed exceeds a predetermined value. When condition 5 is established, the control transition mode 303 is shifted to the control standby mode 301.
[0048]
Condition 6 is satisfied when the distance from the preceding vehicle is equal to or less than a predetermined value and the vehicle speed is equal to or less than the predetermined value. Or, it is established when the preceding vehicle is lost at a vehicle speed of a predetermined value or less. When the condition 6 is satisfied, the tracking control mode 302 transitions to the automatic stop mode 304.
[0049]
Condition 7 is satisfied when the accelerator is stepped on while the stop state is maintained by the control, and the vehicle speed exceeds a predetermined value. To do.
[0050]
Condition 8 is that the set switch SW is in the D range and when the driver is not stepping on the brakes (for example, due to parking brake) when the host vehicle is stopped or at a very low speed below a predetermined value._SWhen the condition is satisfied, the control transitions from the control standby mode 301 to the automatic stop mode 304.
[0051]
Condition 9 is the cancel switch SW during automatic stop._CIs satisfied, when a shift operation is performed, or when the brake is stepped on. If condition 9 is satisfied, the automatic stop mode 304 transitions to the control standby mode 301.
[0052]
[Running control processing]
FIG. 5 is a flowchart showing a travel control process executed as a main program in the control content calculation unit in the follow-up control controller 30.
[0053]
In step 401, it is determined whether or not the control standby mode is set. If the control standby mode is set, the process proceeds to step 402. If the other mode is set, the process proceeds to step 403.
[0054]
In step 402, a transition destination selection routine is executed from the control standby mode.
[0055]
In step 403, it is determined whether or not the control mode is the follow-up control mode. If the control mode is the follow-up control mode, the process proceeds to step 404. Otherwise, the process proceeds to step 405.
[0056]
In step 404, a transition destination selection routine is executed from the follow-up control mode.
[0057]
In step 405, it is determined whether or not the control pause mode is set. If the mode is the control pause mode, the process proceeds to step 406. If not, the process proceeds to step 407.
[0058]
In step 406, the transition destination selection routine is executed from the control suspension mode.
[0059]
In step 407, a transition destination selection routine is executed from the automatic stop mode.
[0060]
In step 408, it is determined whether or not the control standby mode is set. If the control standby mode is set, the process proceeds to step 409, and if not, the process proceeds to step 410.
[0061]
In step 409, a control standby mode routine (see FIG. 6) is executed.
[0062]
In step 410, it is determined whether or not the control mode is the follow-up control mode. If the control mode is the follow-up control mode, the process proceeds to step 411. Otherwise, the process proceeds to step 412.
[0063]
In step 411, a follow-up control mode routine (see FIG. 7) is executed.
[0064]
In step 412, it is determined whether or not the mode is the control pause mode. If the mode is the control pause mode, the process proceeds to step 413, and if it is any other mode, the process proceeds to step 414.
[0065]
In step 413, a control pause mode routine (see FIG. 8) is executed.
[0066]
In step 414, an automatic stop mode routine (see FIG. 9) is executed.
[0067]
FIG. 6 shows a flowchart of the control standby mode routine. In step 501, the vehicle speed is measured. In step 502, the shift position is detected. In step 503, the driver's brake operation is detected. In step 504, it is detected whether the driver has operated the set switch.
[0068]
FIG. 7 shows a flowchart of the follow-up control mode routine. In step 601, the cancel switch is read. In step 602, the inter-vehicle distance is measured. In step 603, the vehicle speed is measured. In step 604, the shift position is detected. In step 605, the driver's brake operation is detected. In step 606, the driver's accelerator operation is detected. In step 607, a brake fluid pressure command value is set. In step 608, a throttle opening command value is set.
[0069]
FIG. 8 shows a flowchart of the control pause mode routine. In step 701, the vehicle speed is measured. In step 702, the shift position is detected. In step 703, the driver's accelerator operation is detected. In step 704, the cancel switch SW_CIs read.
[0070]
FIG. 9 shows a flowchart of the automatic stop mode routine. In step 801, the inter-vehicle distance is measured. In step 802, the vehicle speed is measured. In step 803, the cancel switch SW_CIs read. In step 804, the shift position is detected. In step 805, the driver's brake operation is detected. In step 806, the driver's accelerator operation is detected. In step 807, a brake fluid pressure command value is set. In step 808, a throttle opening command value is set.
[0071]
FIG. 10 is a flowchart for determining a transition destination from the control standby mode to each mode.
[0072]
In step 901, it is determined whether it is the D range. If it is the D range, the process proceeds to step 903. If it is not the D range, the process proceeds to step 902. In step 902, the control is terminated without changing the mode and in the control standby mode. In step 903, it is determined whether or not the driver is stepping on the brake. If the driver is stepping on, the process proceeds to step 904, and if not, the process proceeds to step 902. In step 904, it is determined whether the vehicle speed is equal to or less than a predetermined value including the stop state (= 0 km / h). If it is equal to or less than the predetermined value, the process proceeds to step 905. Otherwise, the process proceeds to step 907. In step 905, it is determined whether or not the set switch has been pressed. If it has been pressed, the process proceeds to step 906, and if not, the process proceeds to step 907. In step 906, the mode is changed from the control standby mode to the automatic stop mode, and the flow ends. In step 907, it is determined whether or not the set switch has been pressed. If it has been pressed, the process proceeds to step 906, and if not, the process proceeds to step 902.
[0073]
FIG. 11 is a flowchart for determining a transition destination from the follow-up control mode to each mode.
[0074]
In step 1001, it is determined whether or not the cancel switch has been pressed. If it has been pressed, the process proceeds to step 1002, and if not, the process proceeds to step 1003. In step 1002, the mode is changed from the follow-up control mode to the control standby mode, and the flow ends. In step 1003, it is determined whether or not the shift position has been changed from the D range. If changed, the process proceeds to step 1005, and if not changed, the process proceeds to step 1004. In step 1004, it is determined whether or not the driver is operating the brake. If the brake has been depressed, the process proceeds to step 1005, and if not, the process proceeds to step 1006. In step 1005, a notification sound is emitted to notify the driver that the mode is changed, and the process proceeds to step 1002. In step 1006, it is determined whether or not the vehicle speed is equal to or less than a predetermined value. If it is not less than the predetermined value, the process proceeds to step 1007, and if it is equal to or less than the predetermined value, the process proceeds to step 1009. In step 1007, it is determined whether or not the driver is operating the accelerator, and if the accelerator is operated, the process proceeds to step 1008, and if not, the process proceeds to step 1010. In step 1008, the mode is switched from the follow-up control mode to the control pause mode, and the flow is finished. In step 1009, it is determined whether or not the preceding vehicle has been lost. If lost, the process proceeds to step 1012. If not lost, the process proceeds to step 1013. In step 1010, it is determined whether the inter-vehicle distance is equal to or smaller than a predetermined value. If the distance is equal to or smaller than the predetermined value, the process proceeds to step 1011. In Step 1011, it is determined whether or not the measured vehicle speed is equal to or lower than a predetermined value. If the measured vehicle speed is equal to or lower than the predetermined value, the process proceeds to Step 1012. In step 1012, the mode is switched from the follow-up control mode to the automatic stop mode, and the flow ends. In step 1013, the flow ends with the follow-up control mode.
[0075]
FIG. 12 is a flowchart for determining a transition destination from the control pause mode to each mode.
[0076]
In step 1101, it is determined whether or not it is the D range. If it is the D range, the process proceeds to step 1102, and if it is not the D range, the process proceeds to step 1107. In step 1102, it is determined whether or not the driver is performing an accelerator operation. If the driver is operating, the process proceeds to step 1103. If the driver is operating, the process proceeds to step 1104. In step 1103, the control pause mode is changed to the follow-up control mode, and the flow ends. In step 1104, it is determined whether or not the measured vehicle speed is within a predetermined value (for example, 120 km / h). If it is within the predetermined value, the process proceeds to step 1105. Otherwise, the process proceeds to step 1107. In step 1105, it is determined whether or not the cancel switch has been pressed. If it has been pressed, the process proceeds to step 1108, and if not, the process proceeds to step 1106. In step 1106, the flow ends in the control pause mode. In step 1107, a notification sound is emitted to notify the driver that the mode is changed, and the process proceeds to step 1108. In step 1108, the mode is changed from the control suspension mode to the control standby mode, and the flow ends.
[0077]
FIG. 13 is a flowchart for determining a transition destination from the automatic stop mode to each mode.
[0078]
In step 1201, it is determined whether or not the cancel switch has been pressed. If it has been pressed, the process proceeds to step 1202, and if not, the process proceeds to step 1203. In step 1202, the mode is changed from the automatic stop mode to the control standby mode, and the flow ends. In step 1203, the shift position is detected to determine whether or not the D range has been changed to another range. If changed, the process proceeds to step 1206, and if not changed, the process proceeds to step 1204. In step 1204, the driver's brake operation is detected, and if the brake is depressed, the process proceeds to step 1206, and if not, the process proceeds to step 1205. In step 1205, the driver's accelerator operation is detected. If the accelerator operation is performed, the process proceeds to step 1208. If not, the process proceeds to step 1207. In step 1206, a notification sound is emitted to notify the driver that the mode is changed, and the process proceeds to step 1202. In step 1207, the mode is not switched and the automatic stop mode is maintained and the flow is terminated. In step 1208, it is determined whether or not the vehicle speed is greater than or equal to a predetermined value (= whether or not the accelerator pedal has been depressed until it exceeds the predetermined value). Proceed to step 1207. In step 1209, the mode is changed from the automatic stop mode to the follow-up control mode, and the flow ends.
[0079]
[Display judgment processing]
In parallel with the processing shown in FIGS. 5 to 13, the display content necessary for transmitting the control state to the driver is determined by the display determination unit in the follow-up control controller 30.
[0080]
FIG. 14 is a flowchart showing the display determination process.
[0081]
In step 1301, the main switch SW_MIs pressed, if not, the process proceeds to step 1302, and the main switch SW_MIf is pressed, the process proceeds to step 1303. In step 1302, all display items are turned off and the process ends. In step 1303, the traveling control operation display lamp 91 and the set inter-vehicle distance display 94 are turned on. In step 1304, it is determined whether or not the setting distance has been changed by the driver, and if it has been changed, the process proceeds to step 1305 to rewrite the setting distance display 94. If not changed, the process proceeds to step 1306. In step 1306, the driver sets the switch SW._SIt is determined whether or not is pressed, and if it is pressed, the process proceeds to step 1307, where the set switch SW_SThe vehicle speed when is pressed is displayed as the set vehicle speed. In Step 1308, it is determined whether or not the driver has changed the set vehicle speed. If changed, the process proceeds to Step 1309, and if not changed, the process proceeds to Step 1310. In step 1309, the changed set vehicle speed is rewritten. In step 1310, it is determined whether or not the preceding vehicle is captured. If the preceding vehicle is captured, the process proceeds to step 1311. In step 1311, the preceding vehicle display unit 95 is turned on. In step 1312, the preceding vehicle display unit 95 is turned off. In step 1313, it is determined whether or not the automatic stop mode is set. If the automatic stop mode is set, the process proceeds to step 1314. If the automatic stop mode is not set, the process proceeds to step 1315. In step 1314, the automatic stop mode display unit 96 indicating the automatic stop mode is turned on to end the flow. In step 1315, the automatic stop mode display unit 96 indicating the automatic stop mode is turned off, and the flow ends. On the other hand, in step 1306, the set switch SW_SIf is not pressed, the process proceeds to step 1316 and the cancel switch SW_CTo determine whether or not the cancel switch SW_CIf is pressed, the routine proceeds to step 1317, where all the displays other than the travel control operation display lamp 91 and the set inter-vehicle distance display section 94 are turned off, and the flow ends. Cancel switch SW_CIf is not pressed, the flow returns to step 1304 to continue the flow.
[0082]
[Display judgment process during control mode transition]
15 and 16 are flowcharts showing display determination processing during control mode transition corresponding to the second aspect of the present invention. Hereinafter, this display determination process will be described.
[0083]
FIG. 15 is a flowchart showing display determination processing during transition from the follow-up control mode to the stop mode.
[0084]
In step 1401, it is determined whether or not the vehicle speed is 0 km / h. If the vehicle speed is 0 km / h, the process proceeds to step 1402, the automatic stop mode display unit 96 is turned on, and the flow ends. If it is other than 0km / h, continue the judgment until it reaches 0km / h.
[0085]
FIG. 16 is a flowchart showing display determination processing in transition from the automatic stop mode to the follow-up control mode.
[0086]
In step 1501, it is determined whether or not the driver is operating the accelerator, and if the accelerator is operated, the process proceeds to step 1502, and if not operated, the flow ends (the transition to the follow-up control mode does not occur). ). In step 1502, it is determined whether or not the vehicle speed is equal to or higher than a predetermined value (for example, 3 km / h). If the vehicle speed is less than a predetermined value, the determination is continued until it reaches a predetermined value.
[0087]
Thus, in the first embodiment, when shifting from the follow-up control mode to the automatic stop mode, the automatic stop mode display unit 96 is lit at 0 km / h, and when shifting from the automatic stop mode to the follow-up control mode. The automatic stop mode display is continued until the vehicle speed reaches a predetermined value (for example, 3 km / h).
[0088]
Next, the effect will be described.
[0089]
As described above, in the first embodiment, when shifting from the follow-up control mode to the automatic stop mode, the automatic stop mode display unit 96 is lit at 0 km / h. Without starting the automatic stop mode display at an early stage in the deceleration state, it is possible to obtain a display start timing that matches the start feeling of the automatic stop mode possessed by the driver.
[0090]
In addition, when shifting from the automatic stop mode to the follow-up control mode, the automatic stop mode display continues until the vehicle speed reaches a predetermined value. It is possible to clarify how long the accelerator operation must be continued. As a result, it is possible to avoid the annoyance of releasing the accelerator pedal quickly (at a vehicle speed too low) and automatically stopping again.
[0091]
(Embodiment 2)
The second embodiment is an example in which a predetermined value of the vehicle speed is taken into consideration depending on the presence or absence of a preceding vehicle in addition to the display determination process in the transition from the automatic stop mode to the follow-up control mode in the first embodiment.
[0092]
FIG. 17 is a flowchart showing display determination processing in the transition from the automatic stop mode to the follow-up control mode. In step 1601, it is determined whether or not the driver is operating the accelerator, and if the accelerator is operated, the process proceeds to step 1602, and if not operated, the flow ends (the transition to the follow-up control mode does not occur). In step 1602, it is determined whether there is a preceding vehicle. If there is a preceding vehicle, the process proceeds to step 1603. If there is no preceding vehicle, the process proceeds to step 1605. In Step 1603, it is determined whether or not the vehicle speed is equal to or higher than a predetermined value (V1). If the vehicle speed is equal to or higher than the predetermined value (V1), the process proceeds to Step 1604. Continue. In step 1604, the automatic stop mode display unit 96 is turned off, and the flow ends. In step 1605, it is determined whether or not the vehicle speed has increased to a predetermined value (V2) or more. If the vehicle speed has exceeded the predetermined value (V2), the process proceeds to step 1604 and the automatic stop mode display unit 96 is turned off to end the flow. If it is less than the predetermined value (V2), the determination is continued until the predetermined value (V2) is reached.
[0093]
That is, when shifting from the automatic stop mode to the follow-up control mode, if there is no preceding vehicle, the automatic stop mode display is continued up to a predetermined value (V2: 6 km / h, for example), and if there is a preceding vehicle, the automatic stop mode display is displayed. Is continued up to a predetermined value (V1: 3 km / h, for example), so that the vehicle speed condition varies depending on the presence or absence of the preceding vehicle.
[0094]
As described above, in the second embodiment, since there is a difference in the vehicle speed condition (V1, V2) depending on the presence or absence of the preceding vehicle, when shifting to the follow-up control mode when there is no preceding vehicle, Actually, even if there is a preceding vehicle, it is possible to ensure safe traveling even if it is not captured by the radar.
[0095]
That is, it is a safety consideration that the predetermined value (V2) when there is no preceding vehicle is larger than the predetermined value V1 when there is a preceding vehicle. This includes the case where the radar is not captured by the radar, but the driver is responsible for depressing the accelerator until the vehicle speed increases to some extent.
[0096]
  (Embodiment 3)
  This Embodiment 3 isClaim 118 to 19 are flowcharts showing control mode transition and transition transition state display determination processing according to the third embodiment. Hereinafter, this display determination process will be described.
[0097]
FIG. 18 is a flowchart showing display determination processing in the transition from the follow-up control mode to the automatic stop mode.
[0098]
In step 1701, it is determined whether the preceding vehicle is lost (lost). If lost, the process proceeds to step 1702, and if not lost, the process proceeds to step 1709. In step 1702, it is determined whether or not the vehicle speed is equal to or lower than a predetermined value (V3). If the vehicle speed is equal to or lower than the predetermined value (V3), the process proceeds to step 1703. Otherwise, the process proceeds to step 1709. In step 1703, the automatic stop mode display unit 96 starts blinking, and the process proceeds to step 1704. In step 1704, it is determined whether or not there is an increase in the accelerator pedal by the driver. If there is an increase, the process proceeds to step 1705, and if there is no increase, the process proceeds to step 1707. In step 1705, the automatic stop mode display unit 96 is turned off and the process proceeds to step 1706 (= even if the speed is lost, it does not flash while the driver overrides the accelerator). In step 1706, it is determined whether or not the driver continues to depress the accelerator pedal. If the accelerator pedal is not depressed, the process returns to step 1701, and the vehicle speed is determined again. If the accelerator pedal is depressed, the driver The judgment is continued until the accelerator operation is stopped. In step 1707, it is determined whether or not the vehicle has stopped. If the vehicle has stopped, the process proceeds to step 1708, the automatic stop mode display section 96 is turned on (= flashing is stopped), and the flow is ended. If it is not stopped in step 1707, the process returns to step 1704, and the determination of the increase of the accelerator pedal and the vehicle speed is continued until the stop.
Steps 1709 and thereafter relate to a normal inching state in which the preceding vehicle is not lost. In step 1709, it is determined whether the inter-vehicle distance is equal to or smaller than a predetermined value. If the distance is equal to or smaller than the predetermined value, the process proceeds to step 1710, and if not smaller than the predetermined value, the flow ends. In step 1710, it is determined whether or not the vehicle speed is equal to or less than a predetermined value. If the vehicle speed is equal to or less than the predetermined value, the process proceeds to step 1711. In Step 1711, it is determined whether or not the vehicle has stopped. If it has stopped, the process proceeds to Step 1712, the automatic stop mode display unit 96 is turned on (= flashing is stopped), and the flow is ended. If not stopped in step 1711, the determination of the vehicle speed is continued until the vehicle stops.
[0099]
In other words, when the vehicle speed is high, the vehicle is originally accelerated to the set vehicle speed when the preceding vehicle is lost. However, when lost at an extremely low speed (for example, 15 km / h or less), control is performed to automatically stop without acceleration due to safety considerations. This is because there is a case where the vehicle is lost even though there is a preceding vehicle. In addition, if the vehicle is at a low speed, the space between the vehicles is clogged and acceleration is not preferable. However, because of the irregular control specifications, it is difficult for the driver to understand and it is difficult to grasp the control state of the vehicle. Therefore, it is possible to recognize that the vehicle is aiming for 0 km / h by blinking the automatic stop mode display section 96, and the control state can be easily understood.
[0100]
FIG. 19 is a flowchart showing display determination processing in transition from the automatic stop mode to the follow-up control mode.
[0101]
In step 1801, it is determined whether or not the driver is stepping on the accelerator pedal. If the driver is stepping on, the process proceeds to step 1802. No transition to mode occurs.) In step 1802, the automatic stop display starts blinking and the process proceeds to step 1803. In step 1803, it is determined whether or not the vehicle speed is equal to or higher than a predetermined value. If the vehicle speed is higher than the predetermined value, the process proceeds to step 1804, the automatic stop mode display is turned off (= flashing is stopped), and the flow is ended. If it is less than the predetermined value, the process proceeds to step 1805 to determine whether or not the driver has stopped the accelerator operation. If the accelerator is continuously depressed, the process returns to step 1803 and the determination of the vehicle speed is continued until the vehicle speed becomes a predetermined value or more. If it is determined in step 1805 that the driver has stopped the accelerator operation, the process proceeds to step 1806. That is, when starting from the automatic stop mode and the accelerator operation is stopped before the vehicle speed reaches a predetermined value (for example, 3 km / h), the vehicle is stopped again. In step 1806, it is determined whether or not the vehicle has stopped. If it has stopped, the process proceeds to step 1804, the automatic stop mode display is turned off (= flashing is stopped), and the flow is ended. If not stopped, the vehicle speed determination is continued until the vehicle stops.
[0102]
FIG. 20 is a flowchart showing control in which a predetermined value of the vehicle speed is taken into consideration in the display determination process in the transition from the automatic stop mode to the follow-up control mode in FIG. 19 depending on the presence or absence of a preceding vehicle.
[0103]
In step 1901, it is determined whether or not the driver is stepping on the accelerator pedal. If the driver is stepping on, the flow proceeds to step 1802. No transition to mode occurs). In step 1902, the automatic stop mode display unit 96 starts blinking and proceeds to step 1903. In step 1903, it is determined whether there is a preceding vehicle. If there is a preceding vehicle, the process proceeds to step 1904, and if there is no preceding vehicle, the process proceeds to step 1908. In step 1904, it is determined whether or not the vehicle speed has reached or exceeded a predetermined value (V1). If the vehicle speed is not less than the predetermined value (V1), the process proceeds to step 1905, and the automatic stop mode display is turned off (flashing is stopped). Exit. If it is not equal to or greater than the predetermined value (V1), the process proceeds to step 1906, where it is determined whether the driver has stopped the accelerator operation. If the driver continues to step on the accelerator, the process returns to step 1903, and if the driver has stopped the accelerator operation, move on. That is, when starting from the automatic stop mode and the accelerator operation is stopped before the vehicle speed reaches a predetermined value (for example, 3 km / h), the vehicle is stopped again. In step 1907, it is determined whether or not the vehicle has stopped. If the vehicle has stopped, the process proceeds to step 1905, the automatic stop mode display unit 96 is turned off (= flashing is stopped), and the flow is terminated. Continue to determine the vehicle speed until the vehicle stops. In step 1908, it is determined whether or not the vehicle speed has increased to a predetermined value (V2) or more. If the vehicle speed has exceeded the predetermined value (V2), the process proceeds to step 1905 and the automatic stop mode display is turned off (= flashing is stopped). finish. If it is less than the predetermined value (V2), the process proceeds to step 1909 to determine whether or not the driver has stopped the accelerator operation. If the accelerator is continuously stepped on, the process returns to step 1903. If the driver stops the accelerator operation in step 1909, the process proceeds to step 1910. That is, if the accelerator operation is stopped before starting the vehicle from the automatic stop mode before the vehicle speed reaches a predetermined value (for example, 6 km / h), the vehicle is stopped again. In step 1910, it is determined whether or not the vehicle has stopped. If it has stopped, the process proceeds to step 1905, the automatic stop mode display is turned off (= flashing is stopped), and the flow is ended. If not stopped, the vehicle speed determination is continued until the vehicle stops.
[0104]
Here, the predetermined value (V2) when there is no preceding vehicle is larger than the predetermined value (V1) when there is a preceding vehicle.
[0105]
As described above, in the third embodiment, during the transition state from the follow-up control mode to the automatic stop mode or during the transition state from the automatic stop mode to the follow-up control mode, Since the stop mode display is flashed, the driver can recognize the transient state at the time of the mode transition by this flashing display, so that the vehicle state targeted by the control device (for example, the stop state that is about to stop) Etc.) to make it easier for the driver to understand.
[0106]
In the example shown in FIG. 20, as in the second embodiment, the vehicle speed condition (V1, V2) is made different depending on the presence or absence of the preceding vehicle. When the vehicle shifts to, safe traveling can be ensured even when the preceding vehicle is actually present but not captured by the radar.
[0107]
  (Embodiment 4)
  This Embodiment 4 isClaim 3This is an example corresponding to the invention described in.
[0108]
FIG. 21 is a flowchart showing the display determination process after transition to the automatic stop mode.
[0109]
In step 2001, the laser radar that is the inter-vehicle distance sensor 12 is turned off, and the process proceeds to step 2002. In step 2002, it is determined whether or not the preceding vehicle has been captured until just before the automatic stop. If the preceding vehicle has been captured until just before, the process proceeds to step 2003, and the flow ends without turning off the preceding vehicle display unit 95. If the preceding vehicle has not been captured until just before stopping in step 2002, the process proceeds to step 2004. In step 2004, it is determined whether or not the time from when the preceding vehicle is lost until it automatically stops is within a predetermined value, and if it is less than the predetermined value, the process proceeds to step 2003 and the preceding vehicle display is not turned off. End the flow. If the time until the automatic stop after the lost in step 2004 is a predetermined value or more, the process proceeds to step 2005, the preceding vehicle display unit 95 is turned off, and the flow is ended.
[0110]
That is, the presence or absence of a preceding vehicle is determined during a stop from the situation immediately before the laser radar, which is the inter-vehicle distance sensor 12, is turned off. If the preceding vehicle is captured immediately before turning off (immediately before stopping), it can be estimated that there is a preceding vehicle even if the vehicle stops. On the other hand, when the preceding vehicle cannot be captured immediately before the stop, there are two cases: (1) the case where there is no preceding vehicle and (2) the case where the preceding vehicle cannot be captured. The situation (2) where there is a preceding vehicle that is not captured is often returned (captured again) in a short time, for example, when the vehicle bounces due to road surface irregularities or during a curve run. Therefore, if the vehicle is continuously lost for a relatively long time (a few minutes), which is equal to or longer than the predetermined time, it is clearly determined that there is no vehicle before.
[0111]
Accordingly, if the time from the lost time to the stop is equal to or greater than a predetermined value (= if the lost time is continued for a long time), it is determined that there is no preceding vehicle (1) and the preceding vehicle display unit 95 is turned off. . In addition, if the time from the lost to the stop is less than the predetermined value, both the case where there is no preceding vehicle and the case where the preceding vehicle is present but not captured can be considered, but at a very low speed (at least 15km / h or less), when the distance between vehicles is clogged, it is rare that the preceding vehicle disappears, and if the time until it stops after it is lost is short (if it is lost for a short time), the preceding vehicle The display unit 95 is turned on.
[0112]
As described above, in the fourth embodiment, it is determined whether to continue the preceding vehicle display in the automatic stop mode from the state of capturing the preceding vehicle immediately before the automatic stop. Even if the power of the radar is turned off, the presence / absence of the actual preceding vehicle can be matched with the display in the automatic stop mode.
[Brief description of the drawings]
FIG. 1 is a conceptual diagram of a claim showing a vehicular travel control apparatus of the present invention.
FIG. 2 is an overall system diagram showing the vehicular travel control apparatus in the first embodiment.
FIG. 3 is a diagram showing a display which is a display unit according to the first embodiment.
FIG. 4 is a state transition diagram of a control mode in the first embodiment.
FIG. 5 is a flowchart showing a main routine of travel control processing in the first embodiment.
FIG. 6 is a flowchart showing control processing in a control standby mode in the first embodiment.
FIG. 7 is a flowchart showing a control process in a follow-up control mode in the first embodiment.
FIG. 8 is a flowchart showing a control process in a control suspension mode in the first embodiment.
FIG. 9 is a flowchart showing a control process in an automatic stop mode in the first embodiment.
FIG. 10 is a flowchart for determining a transition destination from the control standby mode to another mode in the first embodiment.
FIG. 11 is a flowchart for determining a transition destination from the follow-up control mode to another mode in the first embodiment.
FIG. 12 is a flowchart for determining a transition destination from the control suspension mode to another mode in the first embodiment.
FIG. 13 is a flowchart for determining a transition destination from the automatic stop mode to another mode in the first embodiment.
FIG. 14 is a flowchart showing display determination processing in the first embodiment;
FIG. 15 is a flowchart showing display determination processing at the time of transition from the follow-up control mode to the automatic stop mode in the first embodiment.
FIG. 16 is a flowchart showing display determination processing at the time of transition from the automatic stop mode to the follow-up control mode in the first embodiment.
FIG. 17 is a flowchart showing display determination processing at the time of transition from the automatic stop mode to the follow-up control mode in the second embodiment.
FIG. 18 is a flowchart illustrating display determination processing at the time of transition from the follow-up control mode to the automatic stop mode according to the third embodiment.
FIG. 19 is a flowchart illustrating display determination processing at the time of transition from the automatic stop mode to the follow-up control mode according to the third embodiment.
FIG. 20 is a flowchart showing display determination processing at the time of transition from the automatic stop mode to the follow-up control mode in the third embodiment.
FIG. 21 is a flowchart showing display determination processing for a preceding vehicle in the automatic stop mode according to the fourth embodiment.
[Explanation of symbols]
FL, FR Front wheel
RL, RR Rear wheel
2 Engine
3 Automatic transmission
4 Propeller shaft
5 Final reduction gear
6 axles
7 Disc brake
8 Braking control device
9 Engine output control device
10 Transmission control device
12 Inter-vehicle distance sensor
13 Wheel speed sensor
14 Accelerator pedal
15 Accelerator switch
16 Brake pedal
17 Brake switch
18 Braking pressure sensor
20 selector switch
21 Relay circuit
22 Shift lever
30 Controller for tracking control
90 display
91 Travel control operation indicator lamp
92 System error warning lamp
93 Set vehicle speed display
94 Setting inter-vehicle display
95 Leading vehicle display
96 Automatic stop mode display
100 meter panel
RL relay coil
s1 Normally open contact
SW_C    Cancel switch
SW_D    Drive range detection switch
SW_IG    Ignition switch
SW_M    main switch
SW_S    Set switch
t₀    Output terminal
t_i1    Input terminal
t_i2    Input terminal

Claims (3)

Vehicle speed detection means for detecting the vehicle speed of the host vehicle;
A relative distance detecting means for detecting a relative distance between the host vehicle and the preceding vehicle;
Target inter-vehicle distance setting means for setting the target inter-vehicle distance from the speed of the host vehicle;
Braking / driving force adjusting means for adjusting the braking force and driving force of the host vehicle;
A follow-up control mode for controlling the braking / driving force adjusting means so that the relative distance matches the target inter-vehicle distance and an automatic stop mode for maintaining the host vehicle in a stopped state in accordance with the stop of the preceding vehicle can be executed. Traveling control means;
Display means capable of displaying a target vehicle control state in the travel control means;
In the vehicle travel control device, comprising: a display determination unit that determines whether or not the vehicle control state is displayed on the display unit.
The display determination unit sends a command to display information indicating that the automatic stop mode is being executed to the display unit, and at the time of transition from the tracking control mode to the automatic stop mode, or the automatic stop mode. A vehicle travel control device characterized in that a command for blinking a display indicating that the automatic stop mode is being executed is sent to the display means during a transitional state at the time of transition to the follow-up control mode . The vehicle travel control apparatus according to claim 1,
When the display control means is at the time of transition from the follow-up control mode to the automatic stop mode in the travel control means, and the vehicle speed detected by the vehicle speed detection means becomes a value indicating a stop state, A command for displaying that the automatic stop mode is being executed is sent to the display means, and the display indicating that the automatic stop mode is being executed is a means for continuing until the vehicle speed of the host vehicle reaches a predetermined value. A vehicular travel control device. In the vehicle travel control device according to claim 1 or 2 , wherein the power of the preceding vehicle capturing means used for detecting the relative distance is turned off during the automatic stop mode.
In the case where the display judging means catches the preceding vehicle until immediately before the preceding vehicle capturing means is turned off, it sends a command to the display means to continue the display indicating that the preceding vehicle is present, and the captured preceding vehicle is lost. If the time from the start to the stop is within a predetermined time, a command to continue displaying that there is a preceding vehicle is sent to the display means even if the preceding vehicle is not captured immediately before the preceding vehicle capturing means is turned off. A vehicular travel control apparatus characterized by comprising:

Images