JP4369469B2 - Follow-up traveling device - Google Patents

Description

  The present invention is used with a following traveling device, particularly an inter-vehicle distance control system (ACC: Adaptive Cruise Control), a low speed following traveling system (LSF: Low Speed Following) in a traffic jam, a full vehicle speed range ACC (FSRA: Full Speed Range Acc), etc. The present invention relates to a follow-up traveling device that reduces driving load on a driver and realizes safe, secure, and comfortable driving.

  Various driving control systems have been proposed to reduce the driving load on drivers, and ACC and LSF have already been put on the market and put into practical use. Also known is a FSRA technology, which is a system in which two systems, mainly an ACC mainly for the high speed region and an LSF for the low speed region, are seamless in terms of speed. (For example, refer to Patent Documents 1 and 2).

  These systems have the basic function of maintaining the inter-vehicle distance. When there is a preceding vehicle, the system follows the vehicle with a preset inter-vehicle distance, and when there is no preceding vehicle, the vehicle speed is set in advance. It is designed to run at a constant speed. When there is a preceding vehicle and the preceding vehicle decelerates, the host vehicle under the control of the system is decelerated to a predetermined inter-vehicle distance by means such as engine brake, downshift, or brake control. .

  When the preceding vehicle stops in addition to the above-described operation, the low-speed following traveling system such as LSF automatically stops by means such as brake control while maintaining a predetermined inter-vehicle distance. After that, since the automatic brake is released after a predetermined period, the driver must step on the brake when stopping after a predetermined time. When the preceding vehicle starts, the low-speed tracking control is resumed by operating the switch after starting at the driver's will. When the preceding vehicle is lost, the system is canceled together with an alarm sound, and thereafter the driver performs a driving operation.

JP 2002-234358 A JP 2005-343268 A

Inter-vehicle distance sensors, such as millimeter wave radars and laser radars, responsible for these controls have nearly 100% preceding vehicle detection performance due to recent technological development, but in most cases are limited to use on expressways Therefore, the system using it is limited to the highway.
When trying to apply these systems to urban areas, the inter-vehicle distance sensor must correctly recognize and identify disturbances from surrounding vehicles, people, motorcycles, and surrounding structures in addition to the preceding vehicle. There is a background that it is very difficult to reduce false detection and non-detection to a safe level. For this reason, it is originally a low-speed tracking system that is highly demanded in urban areas, but it is difficult to apply to urban areas due to actual use, and even if it is applied, its range of use is limited, making it difficult to become a useful system. there were.

  In the current system, although acceleration and deceleration are both under system control, the driver cannot rely on 100% of the acceleration / deceleration control, and always assumes that it may malfunction. There was a problem that it was necessary to drive while being tense, and conversely prevented "reliable and comfortable driving".

  In particular, for general drivers who do not technically understand sensor characteristics such as inter-vehicle distance sensors, sensor performance, and operation algorithms of the entire system, understand when there is misacceleration and when there is misdeceleration. It is almost impossible to do this, but for the scenes where the system cannot operate, annotations are written in advance in the instruction manual, etc., but the contents are accurately understood, memorized, and the situation is judged. Driving is very difficult for ordinary drivers.

  In addition, operations for mastering the system, such as setting the vehicle speed, setting the inter-vehicle distance, turning the system on / off, and switching the system between the high speed range and the low speed range, are practically complicated. In addition, the system is automatically canceled at a location other than the driver's will, making the system extremely difficult to use. In particular, a safe, secure and comfortable support system is really necessary. For the elderly and female drivers, the system was too complex to be used.

  The present invention was made to solve such problems, and can be used by general drivers, particularly elderly and female drivers, at any time and anywhere with simple operations, and can reduce driving load. An object is to provide an apparatus.

The follow-up traveling device according to the present invention includes a preceding vehicle detection unit that detects an inter-vehicle distance and a relative speed with a preceding vehicle, a target inter-vehicle distance setting unit that sets a target inter-vehicle distance, and an upper limit vehicle speed setting unit that sets an upper limit vehicle speed. Vehicle speed detection means for detecting the host vehicle speed; brake operation detection means for detecting whether the brake is operated by the driver;
The throttle opening is controlled from the information of the throttle actuator that operates the throttle of the engine, the detection result of the preceding vehicle detection means, the inter-vehicle distance setting means, the upper limit vehicle speed setting means, the vehicle speed detection means, and the brake operation detection means. Driving control means for driving the engine brake, and an engine brake operation instructing means capable of operating the engine brake at an arbitrary timing according to the will of the driver. The driving control means detects the preceding vehicle by the preceding vehicle detecting means. In this case, the throttle actuator is controlled so that the vehicle speed ranges from 0 km / h to the upper limit vehicle speed set by the upper limit vehicle speed setting means, with the target distance between the vehicles set as the target inter-vehicle distance setting means. If it is determined that there is no preceding vehicle, the vehicle speed set by the upper limit vehicle speed setting means The throttle actuator is controlled, and when the brake is operated by a driver, the throttle actuator is controlled to be an engine brake, and the system is controlled without intervention in the brake operation by the system. The engine brake operation instruction means is constituted by a switch, and the switch can be operated by a brake pedal together with a brake lamp switch, and with respect to a support shaft of the brake pedal stay. Provided at a position far from the switch for the brake lamp, and when the brake pedal is depressed to the first stage, the switch is operated to control the throttle actuator so as to become an engine brake, and the brake pedal The brake lamp switch is actuated so that the brake is braked when the brake pedal is depressed to a second stage larger than the first stage .

  The following traveling device according to the present invention is configured as described above, and the role of the machine and the driver is clarified by setting the control target of the system only as a throttle control without intervening in the brake operation by the system. Of the throttle operation and brake operation necessary for driving, the throttle operation is released and it is possible to concentrate only on the brake operation.

  In particular, the conventional tracking system supports both throttle operation and brake operation, but in fact, there is a background that the ON / OFF of the system is influenced by the detection performance of the preceding vehicle detection means, so the driver Both throttle operation and brake operation may return to the manual in an unpredictable situation, but after clarifying the division of roles between the system and the driver as described above, the system is always independent of road conditions and sensors. Since it is configured to operate, the driver can use the following traveling system with peace of mind.

Moreover, since it is comprised so that a driver may perform all the brake operations, the anxiety with respect to an automatic brake can be eliminated.
In addition, the system does not set the target speed range for the system, such as high speed and low speed areas, but controls based on the setting values of the inter-vehicle distance and upper limit vehicle speed, so it can be used regardless of whether there is a highway, urban area, or traffic jams. This eliminates the need for a particularly troublesome switching operation.

Furthermore, since the system continues even if the brake is stepped on or the preceding vehicle is lost, troublesome resetting is unnecessary.
In addition, since the system operation is basically only ON / OFF operation, the follow-up running control system can be easily used even for elderly people and female drivers who really need the support system.

  Also, even if the detection result is undetected or misdetected due to the performance limit of the preceding vehicle detection means or the influence of disturbance, the driver's brake operation will always be given priority and the throttle operation will be overwritten. Since it is configured so that it can be performed, it can provide both a sense of security that it can be stopped anytime and a sense of security that a troublesome return operation is unnecessary even if the brake is operated.

In addition, a notification means is provided to prompt the driver to operate the brake when it is determined that the situation is dangerous. This makes it possible to prompt the driver to operate the brake even if the driver is inadvertent, thereby further increasing the sense of security. .
In addition, since the driver's throttle operation can be overwritten, it can be accelerated at the driver's will according to the scene.

In addition, because the engine brake can be turned on at the driver's will, the engine brake can be applied at the driver's will according to the scene.
Furthermore, since the engine brake can be turned on and off with a switch arranged on the steering wheel, the engine brake can be turned on and off without releasing the hand from the steering wheel.

  In addition, since the engine brake can be turned ON / OFF with the brake pedal, the acceleration / deceleration operations are concentrated on the brake pedal, and the deceleration operations are concentrated on the feet, making it closer to the driver's driving sensation.

  In addition, since the target inter-vehicle distance can be calculated automatically from the vehicle speed, it is possible to save the driver from setting the inter-vehicle distance, and the inter-vehicle distance according to the normal driving sensation makes driving comfortable. Can be realized.

  In addition, since the target inter-vehicle distance can be calculated automatically from the predetermined inter-vehicle time, it can be set automatically and the driver can save the time for setting the inter-vehicle distance. Operation without any problem can be realized.

  In addition, since it is configured to automatically set the upper limit vehicle speed by obtaining the legally limited vehicle speed incorporated in the road map information of the navigation system, it is possible to save the effort of setting the upper limit vehicle speed by the driver. Regardless of the city or city area, it is possible to realize a comfortable driving at a vehicle speed according to the road conditions.

  In addition, because it is configured to automatically set the upper limit vehicle speed by obtaining legally limited vehicle speed by road-to-vehicle communication such as DSRC, it can save the driver the trouble of setting the upper limit vehicle speed. Regardless of this, even without a special navigation system, it is possible to achieve a comfortable driving at a vehicle speed that matches the location, including the weather.

Embodiment 1 FIG.
Embodiment 1 of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing the configuration of the first embodiment, and FIG. 2 is a flowchart for explaining the operation of the first embodiment.

  The follow-up traveling device according to the first embodiment includes a preceding vehicle detection means 11, a target inter-vehicle distance setting means 12 for setting a target inter-vehicle distance during follow-up running, an upper limit vehicle speed setting means 13 for setting an upper limit vehicle speed, and a vehicle speed detection means. 14, a brake operation detecting means 15 for detecting whether or not the brake is operated by the driver, a throttle actuator 16 for operating the throttle opening of the engine, a detection result of the preceding vehicle detecting means 11 and an inter-vehicle distance setting means 12, Each information from the upper limit vehicle speed setting means 13, the vehicle speed detection means 14, and the brake operation detection means 15 is input, and the travel control means 17 that controls the throttle actuator 16 from these results is constituted.

  The preceding vehicle detection means 11 is configured by a millimeter wave radar, a laser radar, or a camera, and the target inter-vehicle distance setting means 12 is a setting value that reflects the driver's intention, so that the driver can easily operate during driving. For example, it is composed of a three-stage switch of long / medium / short.

  The upper limit vehicle speed setting means 13 sets an upper limit vehicle speed at which the system may accelerate. Usually, since the vehicle speed limit is stipulated by law, the upper limit vehicle speed must be set according to the road on which the driver is driving. This means is configured by, for example, an Up / Down switch or a dial that can set the vehicle speed at a pitch of 5 km / h so that the driver can easily operate during driving.

  As the vehicle speed detecting means 14, a general vehicle speed sensor or a wheel speed sensor for detecting the own vehicle speed is used. Since the brake operation detecting means 15 is usually provided with a switch for turning on / off the brake lamp, the brake operation is detected by this switch. Reference numeral 16 denotes a throttle actuator for operating the throttle opening of the engine. The travel control means 17 receives the detection results of the preceding vehicle detection means 11 and information from the inter-vehicle distance setting means 12, the upper limit vehicle speed setting means 13, the vehicle speed detection means 14, and the brake operation detection means 15, and from these results. The control unit is configured to control the throttle actuator 16 and also includes an input / output I / F circuit and a microcomputer.

  Next, an example of the basic operation of the travel control in the system configured as described above will be described based on the flowchart shown in FIG. This routine is configured to be repeatedly activated every time the process is completed.

First, in step S201, it is determined whether or not the driver operates the system.
If it is not operated, the process returns as it is, and the routine repeatedly waits for the switch to be turned on.

  When the present system is activated in step S201, it is determined in step S202 whether or not a brake operation is performed by the driver. When the brake is being operated, the throttle is closed in step S233, and as a result, the engine brake is applied. If the brake operation is not performed in step S202, the routine is a traveling control routine, and the presence / absence determination of the preceding vehicle is performed in step S203.

  Here, when it is determined that there is no preceding vehicle, the control is based on the vehicle speed, and the upper limit vehicle speed set separately in step S211 is compared with the actual vehicle speed. Here, when the predetermined threshold value is α, if the actual vehicle speed is within the range of the upper limit vehicle speed set value ± α, the throttle opening is maintained in step S231, and the current traveling state is maintained.

On the other hand, if the actual vehicle speed is not within the range of the upper limit vehicle speed set value ± α in step S211, that is, if the actual vehicle speed and the upper limit vehicle speed set value are more than the threshold value α, the actual vehicle speed is set to the upper limit in step S212. It is determined whether the vehicle speed set value is exceeded or not met.
Here, if the actual vehicle speed exceeds the upper limit vehicle speed set value, the throttle is closed in step S233, that is, controlled so as to be decelerated by the engine brake, and conversely if the actual vehicle speed is less than the upper limit vehicle speed, In step S232, control is performed to open the throttle, that is, to accelerate.

  If it is determined in step S203 that there is a preceding vehicle, the control is a control routine based on the inter-vehicle distance. In step S221, the inter-vehicle distance setting value set separately is compared with the actual inter-vehicle distance. Here, when the predetermined threshold is β, if the actual inter-vehicle distance is within the range of the inter-vehicle distance setting value ± β, the throttle opening is maintained in step S231, and the current traveling state is maintained.

  On the other hand, if the actual inter-vehicle distance is not within the range of the inter-vehicle distance setting value ± β in step S221, that is, if the actual inter-vehicle distance and the inter-vehicle distance setting value are more than the threshold β, the actual vehicle is determined in step S222. It is determined whether the inter-distance exceeds the inter-vehicle distance set value or not.

  Here, when the actual inter-vehicle distance exceeds the inter-vehicle distance set value, that is, when the inter-vehicle distance to the preceding vehicle is larger than the set value, control is performed to open the throttle and accelerate in step S232. Conversely, if the actual inter-vehicle distance is less than the inter-vehicle distance setting value, that is, if the inter-vehicle distance to the preceding vehicle is smaller than the set value, the throttle is closed in step S233 and controlled to be decelerated by the engine brake. The By repeating this routine in a very short time, for example, a few ms, desired traveling control can be performed.

  Next, the operation of the control routine that operates in this manner will be described in light of specific events. FIG. 3 shows a typical behavior of the present system when there is no preceding vehicle.

(A) has shown the case where it has stopped, such as waiting for a signal. In this case, the driver is stepping on the brakes like a normal automatic car. While the brake is being depressed, in the flowchart of FIG. 2, it is determined in step S202 that there is a brake operation, and the throttle is closed in step S233. Of course, the opening required to continue idling is maintained, but here it is expressed as throttle closing for simplicity.

(B) has shown the case where it starts from the state of (A). When the driver releases the brake, there is no preceding vehicle and the vehicle is automatically accelerated to a predetermined upper limit speed. At this time, in the flowchart of FIG. 2, since it is determined in step S202 that there is no brake operation, and in step S203, it is determined that there is no preceding vehicle, and the vehicle speed is 0 km / h, so the upper limit vehicle speed is set in steps S211 and S212. It is determined that the value is not satisfied, and the throttle is opened in step S232.

(C) shows a case where the upper limit speed is reached. In this case, the vehicle runs at a constant speed at the upper limit speed. At this time, in the flowchart of FIG. 2, it is determined No in step S211 and the throttle opening is maintained.

(D) shows a case where deceleration is necessary. In this case, the driver becomes to stepping on the brake, stepping on the brake, in the flowchart of FIG. 2, it is determined that there is a brake operation in step S202, it becomes the throttle closed, that is, the engine braking state in step S233, the vehicle driver Follow the slowing will.

  Further, when the vehicle is stopped, the brake is stepped on until the vehicle is stopped in the same manner as in the normal driving, and the brake is kept depressed while the vehicle is stopped, so that the state returns to the same state as (A). Note that the system is canceled when the brake is depressed in ACC or the like, but in this embodiment, as can be seen from the flowchart of FIG. 2, the system is not canceled unless the driver cancels the system by operating the switch.

  Next, a typical behavior of the present system when there is a preceding vehicle will be described with reference to FIG.

(E) has shown the case where it interrupts as a preceding vehicle from an adjacent lane in the state of (C) of FIG. At this time, when the speed of the preceding vehicle is lower than the own vehicle speed, the driver decelerates according to the situation, but this can be realized by the operation of stepping on the brake as described above. Thereafter, it is determined by the system that there is a preceding vehicle, and the driver is controlled by the system so that a predetermined inter-vehicle distance is obtained without performing the accelerator operation.

  At this time, in the flowchart of FIG. 2, if the inter-vehicle distance with the preceding vehicle is larger than a predetermined inter-vehicle distance setting value based on the determination in step S221 and step S222, the throttle is opened in step S232 and the vehicle is accelerated to the set inter-vehicle distance. On the other hand, if the inter-vehicle distance from the preceding vehicle is smaller than the predetermined inter-vehicle distance setting value, the throttle is closed in step S233 and the engine brake is decelerated to the set inter-vehicle distance. Of course, even if the driver performs the brake operation, it is determined that the brake operation is performed in step S202. Therefore, in step S233, the throttle is closed, the engine brake is applied, and when the brake operation is completed, the inter-vehicle distance in steps S221 and S222 again. Is determined, and finally the preceding vehicle is followed by the inter-vehicle distance setting value.

(F) shows a case where the preceding vehicle decelerates when following the preceding vehicle. In this case, the vehicle is decelerated to maintain the inter-vehicle distance. At this time, in the flowchart of FIG. 2, the inter-vehicle distance with the preceding vehicle is smaller than the predetermined inter-vehicle distance setting value based on the determination in step S221 and step S222. Therefore, the throttle is closed in step S233 and the engine braking is performed up to the set inter-vehicle distance. To slow down. Of course, even if the driver performs a brake operation, it is determined that there is a brake operation in step S202, so the throttle is closed in step S233 and the engine brake is applied, and when the brake operation is completed, the inter-vehicle distance in steps S221 and S222 again Is determined, and finally the preceding vehicle is followed by the inter-vehicle distance setting value.

(G) shows a case where the preceding vehicle stops. In this case, the brake is stepped on until it stops as in normal operation, and the brake is kept on while stopping. The operation in the flowchart of FIG. 2 is the same as the operation from FIG. 3D to FIG.

(H) shows a case where the preceding vehicle has started. In this case, the system tries to control to a predetermined inter-vehicle distance setting value, but as will be apparent from the flowchart of FIG. 2, the system does not start while the driver is stepping on the brake. If the driver removes the brake pedal in this state, it can be considered that the driver intends to start, and the vehicle will start when the driver's intention is confirmed, that is, when the brake is released. Thereafter, acceleration and tracking control is performed so that the inter-vehicle distance becomes a predetermined inter-vehicle distance setting value.

  In the above description, the brake operation is described mainly for the foot brake, but the target may be extended to an auxiliary brake such as a side brake.

Further, when the relative speed can be obtained by the preceding vehicle detection means, it is possible to realize finer control.
In addition, when accelerating by the system, since the acceleration can be freely realized by the system, it is possible to realize fine control exceeding the ability of a general driver, such as accelerating so as to realize low fuel consumption.

Embodiment 2. FIG.
Next, a second embodiment of the present invention will be described with reference to the drawings. FIG. 5 is a block diagram showing the configuration of the second embodiment, and FIG. 6 is a flowchart for explaining the operation of the second embodiment. 5 and 6, the same or corresponding parts as those in FIGS. 1 and 2 are denoted by the same reference numerals, and the description thereof is omitted.

  In the first embodiment, when the preceding vehicle exists and the preceding vehicle decelerates or the like and the inter-vehicle distance becomes smaller than a predetermined inter-vehicle distance setting value, the driver takes charge of the braking operation in this system. Therefore, when the driver is looking away, the brake operation is delayed, and in some cases, there is a risk of rear-end collision. In such a case, Embodiment 2 is provided with means for notifying the driver, and the notifying means prompts the driver to perform a brake operation.

  In FIG. 5, the notification means 51 is realized by a warning sound or a display device in the instrument panel, and whether or not to notify the driver is an algorithm such as when the inter-vehicle distance becomes smaller than a predetermined threshold value, for example. It can be realized by being incorporated in a CPU or the like in the traveling control means 17.

  Next, the operation in this case will be described. First, whether or not notification is necessary can be determined by executing step S601 and subsequent steps when the inter-vehicle distance is smaller than the predetermined inter-vehicle distance setting value in step S222 in FIG.

  In step S601, it is determined whether the actual inter-vehicle distance is below a predetermined threshold that requires an alarm. If it falls below, notification is made in step S602. Specifically, this is realized by operating the notifying means 51 of FIG. 5, and thereafter, the process proceeds to step S233 and the throttle is closed.

  If the inter-vehicle distance does not fall below the predetermined threshold value in step S601, the process proceeds to step S233 as it is.

  With this configuration, it is possible to warn the driver when the inter-vehicle distance falls below a threshold that is considered dangerous.

Embodiment 3 FIG.
Next, a third embodiment of the present invention will be described with reference to the drawings. FIG. 7 is a block diagram showing an example of the configuration of the third embodiment, in which a signal based on the amount of depression of the driver's throttle pedal and the control result of the system are input to an OR circuit, and the output is output to the final throttle actuator. This is a control signal. In this figure, the same or corresponding parts as in FIG.

  In the first embodiment, in an actual traveling scene, for example, when it is desired to accelerate quickly, such as merging on a highway, the acceleration set in the system may be insufficient, and smooth merging may be hindered. There is. In such a case, the third embodiment attempts to avoid this problem by superimposing a signal based on the amount of depression of the throttle pedal of the driver on the control result of the throttle opening of the system.

  In such a configuration, when there is no accelerator operation from the driver, the control result of the travel control means is prioritized, and the throttle actuator 16 is controlled based on the control result of the travel control means 17. Even when the accelerator operation is performed by the driver, the control result of the travel control means 17 is given priority even when the signal level based on the depression amount of the throttle pedal is smaller than the control result.

  When there is an accelerator operation from the driver and the signal level based on the depression amount of the throttle pedal is larger than the control result, the accelerator operation by the driver is prioritized, and the throttle actuator 16 is controlled based on this signal. Therefore, when the acceleration based on the control result of the system does not conform to the driving situation, the acceleration based on the driver's will can be realized.

  In the above example, the hardware configuration is used, but there is no problem even if the signal input based on the amount of depression of the driver's throttle pedal is connected to the CPU and realized by software.

Embodiment 4 FIG.
Next, a fourth embodiment of the present invention will be described with reference to the drawings. FIG. 8 is a block diagram showing the configuration of the fourth embodiment, and an engine brake operation instruction means 81 is added to the configuration of FIG. Since the function of the means 81 is an engine brake ON / OFF instruction, it can be configured with a simple switch. FIG. 9 is a flowchart for explaining the operation of the fourth embodiment. 8 and 9, the same or corresponding parts as those in FIGS. 6 and 7 are denoted by the same reference numerals, and the description thereof is omitted.

  When traveling in an urban area or the like, there are many situations where the vehicle travels only with the engine brake when traveling on a narrow road or when driving with acceleration / deceleration predicted from the behavior of several preceding vehicles ahead. That is, there are many scenes where only the engine brake is driven at the driver's will, and the configuration of the above-described embodiment has a problem that the engine brake cannot be realized at the driver's will.

  In such a case, the fourth embodiment overwrites the system with the engine brake based on the driver's will in the same manner as the accelerator operation based on the driver's will is overwritten in the above-described embodiment. .

  The operation of the fourth embodiment will be described using the flowchart of FIG. First, whether or not there is an engine brake instruction is determined in step S901. If there is an engine brake instruction, the process proceeds to step S233, where the throttle is closed, that is, the engine brake is activated. If there is no instruction, the process proceeds to step S203, so that the normal control state is not adversely affected.

  With this configuration, the engine brake can be operated at any time at the driver's will even during control.

Embodiment 5 FIG.
Next, a fifth embodiment of the present invention will be described. In this embodiment, the engine brake operation instruction means is constituted by a switch. In this case, considering the human machine interface, it is desirable to be able to operate immediately during operation. Recently, an audio operation switch and a shift up / down switch are arranged on the steering wheel, but the switch of the fifth embodiment is also arranged on the steering wheel.

Embodiment 6 FIG.
Next, a sixth embodiment of the present invention will be described.
In the fifth embodiment, the engine brake operation instruction means is a switch arranged on the steering wheel. However, in the sixth embodiment, the above switch is arranged on the brake pedal so that the deceleration operation is concentrated on the brake pedal. It is a thing. That is, the brake depression amount is divided into at least two stages, and the brake is configured to be braked by engine braking in the first stage and normal braking in the second stage having a larger depression amount than the first stage.

  Usually, since a switch for blinking the brake lamp is arranged in the brake pedal portion, an example in which a second switch is provided separately from the brake lamp switch will be described.

  FIG. 10 shows an example of the brake pedal structure of the sixth embodiment. In this figure, 101 is a brake pedal, 104 is a stay that supports the brake pedal, 105 is a support point that rotatably supports the other end of the stay 104 at the fixed portion 106, and the brake pedal 101 is centered on this support point 105. Is stepped on. Reference numeral 102 denotes a brake lamp switch, and reference numeral 103 denotes an engine brake operation switch provided below the brake lamp switch 102, both of which are configured as shown in FIG.

  That is, a fixing screw 108 to be screwed into the mounting portion 107 in FIG. 10, a case portion 109 attached to the fixing screw 108, one end passing through the fixing screw 108 and positioned in the case portion 109, and the other end Projecting from the fixing screw 108, the rod 110 being movable, a compression spring 111 disposed between one end of the rod and the case portion 109, a fixed contact 112 provided on the case portion, and a fixed contact And a movable contact 113 provided on the rod 110 so as to be opposed to each other.

  The stay 104 is provided with protrusions 104A and 104B corresponding to the rods 110 of the respective switches. When the brake pedal 101 is not depressed (A), the rod 110 of each switch and the protrusion 104A of the stay 104 are provided. 104B and the rod 110 is pushed to the left as shown in FIG. 11, the fixed contact 112 and the movable contact 113 do not come into contact with each other, and the brake lamp switch 102 and the engine brake operation switch 103 are both It is OFF.

  FIG. 10B shows a state where the brake pedal 101 is depressed a little, that is, the first stage. In this case, the brake pedal is stepped on to the first stage with the support point 105 as an axis and rotated counterclockwise in the figure, so that the rod 110 and the projecting portion 104B of the engine brake operation switch 103 are first separated. As a result, the compression spring 111 pushes the rod 110 to the right in FIG. 11, the contacts 112 and 113 come into contact and turn on, and the engine brake is activated. The mechanism for operating the engine brake is as described in the fourth embodiment.

  FIG. 10C shows a state where the brake pedal 101 is further depressed to reach the second stage. When the pedal is depressed so far, the rod 110 of the brake lamp switch 102 and the protrusion 104A of the stay 104 are separated, and the contact of this switch is also turned ON.

  As described above, the engine brake switch 103 is attached to the lower part of the conventional brake lamp switch 102, so that the engine brake can be turned on by the operation of depressing the brake pedal 101 to the first stage.

  In this embodiment, the brake lamp switch 102 and the engine brake operation switch 103 are configured as separate switches. However, the engine brake operation switch 103 is omitted and the brake lamp switch signal is omitted. The engine brake may be actuated.

Embodiment 7 FIG.
Next, a seventh embodiment of the present invention will be described.
In the first embodiment, the inter-vehicle distance setting means is configured by, for example, a three-stage switch of long / medium / short, but when the system covers from the highway to the city area, the switch is switched according to the travel route. Is troublesome, and there is a problem that detailed settings cannot be made.
Further, if a uniform inter-vehicle distance setting value is used, it can be easily imagined that a scene that is not suitable for the driving situation will occur, so that the driver feels uncomfortable.

  In general, the inter-vehicle distance is represented by the sum of the free running distance and the braking distance, and is calculated using parameters such as a human reaction time, a changeover time, a depression time, and a friction coefficient between a road surface and a tire. FIG. 12 shows an example of a safe inter-vehicle distance according to the vehicle speed, where the horizontal axis indicates the host vehicle speed [km / h] and the vertical axis indicates the inter-vehicle distance [m].

  In the seventh embodiment, the inter-vehicle distance is obtained according to FIG. 12 from the vehicle speed detected by the vehicle speed detecting means 14, and the inter-vehicle distance is automatically set by setting this inter-vehicle distance as the inter-vehicle distance setting value. .

  FIG. 13 is a block diagram showing the configuration of the seventh embodiment. In the first embodiment, the target inter-vehicle distance set by the driver by the target inter-vehicle distance setting means 12 is determined using the vehicle speed information in the travel control means 17. I am trying to calculate with. Specifically, the calculation may be performed by the CPU, or the speed and inter-vehicle distance table may be stored on the memory for reference.

  By adopting such a configuration, the target inter-vehicle distance setting means which is a human machine interface with the driver can be omitted, and the setting can be automatically made in the traveling control means 17 according to the vehicle speed.

Embodiment 8 FIG.
Next, an eighth embodiment of the present invention will be described.
In the seventh embodiment, the inter-vehicle distance is set according to the vehicle speed. However, in the eighth embodiment, the inter-vehicle time is set, and the inter-vehicle time is set by calculating the inter-vehicle time × the vehicle speed. .
Even if it does in this way, the effect similar to Embodiment 7 can be anticipated.

Embodiment 9 FIG.
Next, a ninth embodiment of the present invention will be described with reference to the drawings. FIG. 14 is a block diagram showing the configuration of the ninth embodiment. In this figure, the same or corresponding parts as in FIG.

  In the first embodiment, the upper limit vehicle speed setting means 13 is configured by an Up / Down switch or a dial. However, when it is intended to cover from the highway to the city area with this system, the upper limit vehicle speed is set according to the traveling road. It is very troublesome to rework, and there is a problem that detailed settings cannot be made.

  In the ninth embodiment, as shown in FIG. 14, the map information storage means 142 is provided which stores the speed limit of each road in the map information of the vehicle navigation system 141. From this means, the speed limit of the road currently running is provided. The upper limit vehicle speed is automatically obtained by reading out.

  The map information storage means 142 is composed of a storage device such as a DVD or HDD, and stores the legal speed limit of the road along with the shape and name of each road.

  The navigation system 141 measures the current position by GPS, compares the measurement result with map information, and displays the position of the vehicle on the surrounding map on the monitor. At this time, the legal speed limit of the road where the vehicle is located is read out, and this is always output.

  By configuring in this way, the travel control means 17 can obtain the legal speed limit information of the road currently being traveled from the navigation system 141, and the driver is freed from the trouble of setting the upper limit speed according to the travel path. The upper speed limit can be set automatically.

Embodiment 10 FIG.
Next, an embodiment 10 of the invention will be described.
In the ninth embodiment, the legal speed limit of each road is prepared in advance in the map information storage means 142 of the navigation system 141, and the upper limit vehicle speed is automatically obtained by obtaining the legal speed information from the navigation system when this system is operated. However, in the tenth embodiment, the speed information in real time is obtained by communication between the road-to-vehicle communication equipment installed on the roadside and the vehicle-mounted road-to-vehicle communication device using a narrow-area communication system such as DSRC. To win.

It is a block diagram which shows the structure of the tracking traveling apparatus by Embodiment 1. FIG. 3 is a flowchart for explaining the operation of the first embodiment. FIG. 5 is a diagram for illustrating vehicle behavior when there is no preceding vehicle in the first embodiment. FIG. 6 is a diagram for illustrating vehicle behavior when a preceding vehicle is present in the first embodiment. 6 is a block diagram illustrating a configuration of a second embodiment. FIG. 6 is a flowchart for explaining an operation of the second embodiment. FIG. 10 is a block diagram illustrating a configuration of a third embodiment. FIG. 10 is a block diagram illustrating a configuration of a fourth embodiment. 10 is a flowchart for explaining an operation of the fourth embodiment. FIG. 20 is a schematic diagram illustrating an example of a brake pedal structure according to a sixth embodiment. It is an enlarged view which shows the detailed structure of the switch shown in FIG. FIG. 20 is an explanatory diagram for explaining the operation of the seventh embodiment. FIG. 20 is a block diagram illustrating a configuration of an eighth embodiment. FIG. 20 is a block diagram showing the configuration of the ninth embodiment.

Explanation of symbols

11 preceding vehicle detection means, 12 target inter-vehicle distance setting means, 13 upper limit vehicle speed setting means,
14 vehicle speed detection means, 15 brake operation detection means,
16 throttle actuator, 17 travel control means, 51 notification means,
81 engine brake operation instruction means, 101 brake pedal,
102 brake lamp switch, 103 engine brake operation switch, 104 stay, 104A, 104B protrusion, 105 support point,
106 fixing part, 107 mounting part, 108 fixing screw,
109 case part, 110 rod, 111 compression spring,
112 fixed contact, 113 movable contact, 141 navigation system,
142 Map information setting means.

Claims (7)

Preceding vehicle detection means for detecting the inter-vehicle distance and relative speed with the preceding vehicle;
A target inter-vehicle distance setting means for setting the target inter-vehicle distance;
Upper limit vehicle speed setting means for setting an upper limit vehicle speed;
Vehicle speed detecting means for detecting the own vehicle speed;
Brake operation detecting means for detecting whether or not the brake is operated by a driver;
A throttle actuator for operating the throttle of the engine;
A travel control means for controlling the throttle opening from the detection result of the preceding vehicle detection means, the inter-vehicle distance setting means, the upper limit vehicle speed setting means, the vehicle speed detection means, and the brake operation detection means;
An engine brake operation instruction means capable of operating the engine brake at an arbitrary timing according to the will of the driver,
When the preceding vehicle is detected by the preceding vehicle detecting means, the travel control means sets the target inter-vehicle distance as a travel control target range from a vehicle speed of 0 km / h to an upper limit vehicle speed set by the upper limit vehicle speed setting means. Controlling the throttle actuator so that the distance between the vehicles set by the means,
When it is determined that there is no preceding vehicle, the throttle actuator is controlled with the vehicle speed set by the upper limit vehicle speed setting means as the upper limit,
When the brake is operated by the driver, the throttle actuator is controlled to be an engine brake,
In the case where the control target of the system is throttle control without performing intervention to the brake operation by the system ,
The engine brake operation instructing means is constituted by a switch, and the switch can be operated by a brake pedal together with a brake lamp switch, and from the brake lamp switch with respect to a support shaft of the brake pedal stay. When the brake pedal is depressed to the first stage, the throttle actuator is controlled to operate as an engine brake when the brake pedal is depressed to the first stage, and the brake pedal is larger than the first stage. 2. A follow-up traveling device characterized in that when the brake pedal is depressed to step 2, the brake lamp switch is activated to perform braking by the brake . In the following traveling device of Claim 1,
Provide a notification means to alert the driver,
When the inter-vehicle distance detected by the preceding vehicle detection means is shorter than the inter-vehicle distance set by the inter-vehicle distance setting means and falls below a predetermined threshold, the notification means is operated. A follow-up traveling device characterized by that.   2. The follow-up traveling device according to claim 1, wherein when the signal based on the amount of depression of the throttle pedal based on the will of the driver is larger than the signal based on the control result of the travel control means, the amount of depression of the throttle pedal based on the will of the driver A follow-up traveling device characterized in that a signal based on the throttle actuator control signal output from the travel control means is used. In the following traveling device of Claim 1,
A follow-up traveling device, wherein the target inter-vehicle distance setting means is configured to set an inter-vehicle distance in accordance with the own vehicle speed. In the following traveling device of Claim 1,
A follow-up traveling device in which a target inter-vehicle time is set and an inter-vehicle distance is set from the target inter-vehicle time and the own vehicle speed. In the following traveling device of Claim 1,
A vehicle navigation system that stores speed limit information for travel paths on a map is provided.
A follow-up traveling device, wherein an upper limit vehicle speed is set based on speed limit information on a road that is currently being traveled obtained from the vehicle navigation system. In the following traveling device of Claim 1,
An in-vehicle road-to-vehicle communicator that performs predetermined communication with communication equipment installed on the roadside is provided.
A follow-up traveling device that sets an upper limit vehicle speed based on speed limit information transmitted from the roadside communication equipment.

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