JP6618044B2 - Driving support control device - Google Patents

Description

  The present invention relates to a driving support control device, and more particularly to a driving support control device capable of providing a plurality of driving support modes.

  In recent years, various driving support modes have been provided to drivers by driving support control devices mounted on vehicles. For example, a driving assistance mode for controlling a vehicle speed so as not to exceed a speed limit detected from a speed sign on a road or a driving assistance mode (see Patent Document 1) that follows a preceding vehicle with a preset vehicle speed set as a speed limit. A mode (see Patent Document 2) and the like are known. Therefore, the driver can drive the vehicle in a desired driving support mode selected from a plurality of driving support modes.

JP 2010-95220 A JP 2010-111260 A

  However, a speed limit suitable for each driving support mode is set for each mode. For this reason, when switching the driving support mode, if the speed limit is not set appropriately, there is a problem that the driver may feel uncomfortable when the driving support mode changes.

  The present invention has been made to solve such a problem, and provides a driving support control device capable of suppressing the driver from feeling uncomfortable when switching the driving support mode. Objective.

In order to achieve the above object, the present invention provides a driving support control device capable of controlling a vehicle in a driving support mode selected by a driver from a plurality of driving support modes. In the support mode, the speed limit and the target speed of the vehicle speed corresponding to each driving support mode are set, and it is configured to execute control to drive the vehicle at the target speed within the range not exceeding the speed limit. The control device includes a mode switching process for switching a driving support mode between a plurality of driving support modes, and sets a target speed to a target speed corresponding to the switched driving support mode in a mode transition period in which the mode switching process is executed. In addition, the speed limit is maintained at the speed limit of the driving support mode before switching.

  According to the present invention configured as described above, when switching the driving assistance mode, the target speed is appropriately set according to the driving assistance mode after switching in the mode transition period, and the speed limit is the driving assistance before switching. The mode speed limit is maintained. As a result, in the present invention, unlike a mode in which, for example, the speed limit is set to a previous value or a fixed value, it is difficult to be in a driving support state that greatly deviates from the driving intention of the driver when the driving support mode is switched. Rather, if the speed limit after switching is set regardless of the driving support mode before switching, there is a possibility that a driving support state that does not match the driving intention is obtained. Further, in the present invention, during the mode transition period, the target speed is set to a predetermined speed corresponding to the driving support mode after the transition, so that it is difficult to be in a driving support state that greatly deviates from the driving intention. Therefore, according to the present invention, it is possible to make it difficult for the driver to feel uncomfortable or stress when switching the driving support mode.

  In the present invention, specifically, the driving support control device starts the mode switching process in response to a predetermined mode switching operation by the driver.

In the present invention, preferably, the driving support control device resets the speed limit in response to a predetermined operation by the driver during the mode transition period.
According to the present invention configured as described above, the driver can operate the newly selected driving support mode in a more desirable manner by setting the speed limit to a more appropriate speed during the mode transition period. Become.

  In the present invention, specifically, the plurality of driving support modes exceed an automatic speed control mode for executing speed control so that the vehicle is driven at a set vehicle speed, and a sign limit speed defined by a speed sign on the road. And a speed limit mode for limiting the vehicle speed so as not to occur.

  In order to achieve the above object, the present invention provides a driving support control device capable of controlling a vehicle in a driving support mode selected from a plurality of driving support modes, wherein the driving support control device In the mode, a speed limit and a target speed of the vehicle speed corresponding to each driving support mode are set, and control is performed to drive the vehicle at the target speed within a range not exceeding the speed limit. The support mode includes an automatic speed control mode for executing speed control so as to drive the vehicle at a set vehicle speed, a speed limit mode for limiting the vehicle speed so as not to exceed a sign limit speed defined by a speed sign on the road, and In the automatic speed control mode, the speed limit is set to the input set vehicle speed according to the input operation of the set vehicle speed by the driver, and based on the set vehicle speed or the vehicle speed of the preceding vehicle The target speed is set, and in the speed limit mode, the speed limit is set to the mark speed limit according to the driver's input operation of the mark speed limit permission, the target speed is set according to the amount of depression of the accelerator pedal, and driving support The control device sets the target speed to a predetermined speed and maintains the speed limit in the speed limit mode in the mode transition period in which the mode switching process from the speed limit mode to the automatic speed control mode is executed. Features.

  According to the present invention configured as described above, when switching the driving support mode from the speed limit mode to the automatic speed control mode, the target speed is appropriately set according to the switched driving support mode in the mode transition period. The speed limit is maintained at the speed limit of the driving support mode before switching. As a result, in the present invention, unlike a mode in which, for example, the speed limit is set to a previous value or a fixed value, it is difficult to be in a driving support state that greatly deviates from the driving intention of the driver when the driving support mode is switched. Specifically, in the speed control mode, it is considered that the driver was going to drive near the sign limit speed. Therefore, even if the automatic speed control mode is selected, driving assistance before switching the speed limit during the mode transition period. Even if the speed limit of the mode (label speed limit) is maintained, it does not deviate significantly from the driving intention. On the other hand, if the speed limit after switching is set regardless of the driving support mode before switching, there is a risk that a driving support state that does not match the driving intention is obtained. Further, in the present invention, during the mode transition period, the target speed is set to a predetermined speed corresponding to the driving support mode after the transition, so that it is difficult to be in a driving support state that greatly deviates from the driving intention. Therefore, according to the present invention, it is possible to make it difficult for the driver to feel uncomfortable or stress when switching the driving support mode.

In the present invention, it is preferable that the driving support control device executes the mode switching process in response to a predetermined mode switching operation by the driver, and sets the speed limit input in response to the input operation in the mode transition period. Set to vehicle speed.
According to the present invention configured as described above, the newly selected automatic speed control mode can be operated in a more desirable manner by setting a speed limit more suitable for the automatic speed control mode by the driver during the mode transition period. Is possible.

  In order to achieve the above object, the present invention provides a driving support control device capable of controlling a vehicle in a driving support mode selected from a plurality of driving support modes, wherein the driving support control device In the mode, a speed limit and a target speed of the vehicle speed corresponding to each driving support mode are set, and a control for causing the vehicle to travel at the target speed within a range not exceeding the speed limit is performed. The driving support mode includes an automatic speed control mode for executing speed control so that the vehicle travels at a set vehicle speed, and a speed limit mode for limiting the vehicle speed so as not to exceed a sign limit speed defined by a speed sign on the road. In the automatic speed control mode, the speed limit is set to the set vehicle speed according to the input operation of the set vehicle speed by the driver, and is set based on the set vehicle speed or the vehicle speed of the preceding vehicle. The target speed is set, and in the speed limit mode, the limit speed is set to the sign limit speed according to the driver's permission input operation of the sign limit speed, the target speed is set according to the depression amount of the accelerator pedal, and driving support The control device sets the target speed and maintains the speed limit at the speed limit of the automatic speed control mode in the mode transition period in which the mode switching process from the automatic speed control mode to the speed limit mode is executed. .

  According to the present invention configured as described above, when switching the driving support mode from the automatic speed control mode to the speed limit mode, the target speed is appropriately set according to the switched driving support mode in the mode transition period. The speed limit is maintained at the speed limit of the driving support mode before switching. As a result, in the present invention, unlike a mode in which, for example, the speed limit is set to a previous value or a fixed value, it is difficult to be in a driving support state that greatly deviates from the driving intention of the driver when the driving support mode is switched. Specifically, in the automatic speed control mode, it is considered that the driver is going to drive at the set vehicle speed (that is, the speed limit), so even if the speed limit mode is selected, the speed limit is switched during the mode transition period. Even if the speed limit of the previous driving support mode is maintained, there is no significant deviation from the driving intention. On the other hand, if the speed limit after switching is set regardless of the driving support mode before switching, there is a risk that a driving support state that does not match the driving intention is obtained. Further, in the present invention, during the mode transition period, the target speed is set to a predetermined speed corresponding to the driving support mode after the transition, so that it is difficult to be in a driving support state that greatly deviates from the driving intention. Therefore, according to the present invention, it is possible to make it difficult for the driver to feel uncomfortable or stress when switching the driving support mode.

In the present invention, preferably, the driving support control device executes the mode switching process in response to a predetermined mode switching operation by the driver, and sets the speed limit in response to the permission input operation in the mode transition period. Set to.
According to the present invention configured as described above, the newly selected speed limit mode is operated in a more desirable manner by allowing the driver to perform a permission input operation of a speed limit suitable for the speed limit mode during the mode transition period. Is possible.

  According to the driving support control device of the present invention, it is possible to prevent the driver from being uncomfortable when switching the driving support mode.

It is a block diagram of the driving assistance control system by embodiment of this invention. It is explanatory drawing of the 1st driving | running route by embodiment of this invention. It is explanatory drawing of the 2nd driving | running route by embodiment of this invention. It is explanatory drawing of the 3rd driving | running route by embodiment of this invention. It is explanatory drawing which shows the relationship between the driving assistance mode by embodiment of this invention, and a target driving | running route. It is a processing flow of the driving assistance control by embodiment of this invention. It is explanatory drawing which shows the transition condition of the speed limit and vehicle speed in the switching process of the driving assistance mode by embodiment of this invention. It is a processing flow at the time of mode switching from the speed limit mode to the automatic speed control mode according to the embodiment of the present invention. It is a processing flow at the time of mode switching from the automatic speed control mode to the speed limit mode according to the embodiment of the present invention.

  Hereinafter, a driving support control system according to an embodiment of the present invention will be described with reference to the accompanying drawings. First, the configuration of the driving support control system will be described with reference to FIG. FIG. 1 is a configuration diagram of a driving support control system.

  The driving support control system 100 according to the present embodiment is configured to provide different driving support controls to the vehicle 1 (see FIG. 2 and the like) by a plurality of driving support modes. The driver can select a desired driving support mode from a plurality of driving support modes.

  As shown in FIG. 1, a driving support control system 100 is mounted on a vehicle 1 and includes a driving support control device (ECU) 10, a plurality of sensors and switches, a plurality of control systems, and a driving support mode. A driver operation unit 35 for performing user input is provided. The plurality of sensors and switches include an in-vehicle camera 21, a millimeter wave radar 22, a plurality of behavior sensors (vehicle speed sensor 23, acceleration sensor 24, yaw rate sensor 25) for detecting the behavior of the vehicle, and a plurality of behavior switches (steering angle sensor 26). , Accelerator sensor 27, brake sensor 28), positioning system 29, and navigation system 30 are included. The plurality of control systems include an engine control system 31, a brake control system 32, and a steering control system 33.

  Further, as other sensors and switches, a peripheral sonar that measures the distance and position of the peripheral structure relative to the vehicle 1, a corner radar that measures the approach of the peripheral structure at four corners of the vehicle 1, and the interior of the vehicle 1 An inner camera that captures the image may be included. In this case, the ECU 10 receives measurement signals / data from these sensors and switches.

  The driver operation unit 35 is provided in the passenger compartment of the vehicle 1 so that the driver can operate, and is selected with a mode selection switch 36 for selecting a desired driving support mode from a plurality of driving support modes. The vehicle is provided with a set vehicle speed input unit 37 for inputting a set vehicle speed according to the driving support mode and a permission input unit 38 for performing a permission input operation for the sign limit speed. The driver operation unit 35 may include a set inter-vehicle distance input unit for setting the inter-vehicle distance between the vehicle 1 and the preceding vehicle. When the driver operates the mode selection switch 36, a driving support mode selection signal corresponding to the selected driving support mode is output.

  The set vehicle speed input unit 37 includes a speed change button, a set vehicle speed display unit, and a confirmation button. When the driver operates the speed change button to display the desired set vehicle speed on the set vehicle speed display section, a set vehicle speed signal representing the displayed set vehicle speed is output.

  The permission input unit 38 includes a sign limit speed display unit and a permission button. After the driver confirms that the sign limit speed displayed on the sign limit speed display section matches the speed defined by the speed sign outside the vehicle, a permission signal is output by pressing the permission button. .

  The ECU 10 includes a computer having a CPU, a memory for storing various programs, an input / output device, and the like. Based on the driving support mode selection signal, the set vehicle speed signal, the permission signal, and the signals received from the plurality of sensors and switches, the ECU 10 controls the engine control system 31, the brake control system 32, and the steering control. A request signal for appropriately operating the engine system, the brake system, and the steering system can be output to the system 33, respectively.

  The in-vehicle camera 21 images the surroundings of the vehicle 1 and outputs the captured image data. The ECU 10 identifies an object (for example, a vehicle, a pedestrian, a road, a lane marking (lane boundary line, white line, yellow line), traffic signal, traffic sign, stop line, intersection, obstacle, etc.) based on the image data. To do. In addition, ECU10 may acquire the information of a target object from the exterior via a vehicle-mounted communication apparatus by traffic infrastructure, vehicle-to-vehicle communication, etc.

  The millimeter wave radar 22 is a measuring device that measures the position and speed of an object (particularly, a preceding vehicle, a parked vehicle, a pedestrian, an obstacle, etc.), and transmits radio waves (transmitted waves) toward the front of the vehicle 1. Then, the reflected wave generated by reflecting the transmission wave by the object is received. The millimeter wave radar 22 measures the distance between the vehicle 1 and the object (for example, the inter-vehicle distance) and the relative speed of the object with respect to the vehicle 1 based on the transmitted wave and the received wave. In the present embodiment, instead of the millimeter wave radar 22, a distance from the object and a relative speed may be measured using a laser radar, an ultrasonic sensor, or the like. Moreover, you may comprise a position and speed measuring apparatus using a some sensor.

The vehicle speed sensor 23 detects the absolute speed of the vehicle 1.
The acceleration sensor 24 detects the acceleration (vertical acceleration / deceleration in the front-rear direction, lateral acceleration in the horizontal direction) of the vehicle 1.
The yaw rate sensor 25 detects the yaw rate of the vehicle 1.
The steering angle sensor 26 detects the rotation angle (steering angle) of the steering wheel of the vehicle 1.
The accelerator sensor 27 detects the amount of depression of the accelerator pedal.
The brake sensor 28 detects the amount of depression of the brake pedal.

The positioning system 29 is a GPS system and / or a gyro system, and detects the position of the vehicle 1 (current vehicle position information).
The navigation system 30 stores map information therein and can provide the map information to the ECU 10. The ECU 10 specifies roads, intersections, traffic signals, buildings, and the like existing around the vehicle 1 (particularly in the forward direction) based on the map information and the current vehicle position information. The map information may be stored in the ECU 10.

  The engine control system 31 is a controller that controls the engine of the vehicle 1. When it is necessary to accelerate or decelerate the vehicle 1, the ECU 10 outputs an engine output change request signal requesting the engine control system 31 to change the engine output.

  The brake control system 32 is a controller for controlling the brake device of the vehicle 1. When it is necessary to decelerate the vehicle 1, the ECU 10 outputs a brake request signal requesting the brake control system 32 to generate a braking force on the vehicle 1.

  The steering control system 33 is a controller that controls the steering device of the vehicle 1. When it is necessary to change the traveling direction of the vehicle 1, the ECU 10 outputs a steering direction change request signal for requesting the steering control system 33 to change the steering direction.

  Next, the driving support mode provided in the driving support control system 100 according to the present embodiment will be described. In the present embodiment, four modes (preceding vehicle follow-up mode, automatic speed control mode, speed limit mode, and basic control mode) are provided as driving support modes.

  In the speed control executed in these driving support modes, a speed limit and a target speed corresponding to each mode are set. The speed limit is an upper limit speed allowed for the vehicle 1 in each mode. The target speed is a vehicle speed set or a calculated vehicle speed for driving the vehicle 1 in each mode. Therefore, the driving support control system 100 executes speed control so that the vehicle 1 travels at the target speed within a range not exceeding the speed limit in each mode.

  The preceding vehicle follow-up mode is basically a mode in which the vehicle 1 follows the preceding vehicle while maintaining a predetermined inter-vehicle distance corresponding to the vehicle speed between the vehicle 1 and the preceding vehicle. It is accompanied by automatic steering control, speed control (engine control, brake control), and obstacle avoidance control (speed control and steering control).

  In the preceding vehicle follow-up mode, different steering control and speed control are performed depending on whether or not the both ends of the lane can be detected and whether there is a preceding vehicle. Here, both ends of the lane are both ends of the lane in which the vehicle 1 travels (division lines such as white lines, road edges, curbstones, median strips, guardrails, etc.), and the boundaries between adjacent lanes and sidewalks. is there. The ECU 10 serving as the travel path end detection unit detects both ends of the lane from image data captured by the in-vehicle camera 21. Further, both end portions of the lane may be detected from the map information of the navigation system 30. However, for example, when the vehicle 1 is not on a road on which the vehicle 1 is maintained but travels on a plain with no lane, or when the image data from the in-vehicle camera 21 is poorly read, there may be cases where both ends of the lane cannot be detected.

  In the above embodiment, the ECU 10 is used as the road end detection unit. However, the present invention is not limited to this, and the vehicle-mounted camera 21 as the road end detection unit may detect both ends of the lane. The vehicle-mounted camera 21 as the unit detection unit and the ECU 10 may detect both ends of the lane in cooperation.

  In the present embodiment, the ECU 10 as the preceding vehicle detection unit detects the preceding vehicle based on the image data from the in-vehicle camera 21 and the measurement data from the millimeter wave radar 22. Specifically, another vehicle traveling ahead is detected as a traveling vehicle based on image data from the in-vehicle camera 21. Furthermore, in this embodiment, when the inter-vehicle distance between the vehicle 1 and another vehicle is equal to or less than a predetermined distance (for example, 400 to 500 m), the other vehicle is detected as a preceding vehicle based on measurement data from the millimeter wave radar 22. The

  In the above embodiment, the ECU 10 is used as the preceding vehicle detection unit. However, the present invention is not limited to this, and the in-vehicle camera 21 serving as the preceding vehicle detection unit may detect other vehicles traveling ahead. The camera 21 and the millimeter wave radar 22 may constitute a part of the preceding vehicle detection unit.

  First, when both ends of the lane are detected, the vehicle 1 is steered so as to travel near the center of the lane, and is set in advance by the driver using the set vehicle speed input unit 37 or by the system 100 based on a predetermined process. The speed is controlled so as to maintain the set vehicle speed (constant speed). In this case, the speed limit and the target speed are each set to the set vehicle speed. When the set vehicle speed is higher than the speed limit (the speed limit specified according to the speed sign or the curvature of the curve), the speed limit is given priority, and the vehicle speed of the vehicle 1 is limited to the speed limit. The speed limit defined according to the curvature of the curve is calculated by a predetermined calculation formula, and the speed is set to be lower as the curvature of the curve is larger (the curvature radius is smaller).

  When the set vehicle speed of the vehicle 1 is higher than the vehicle speed of the preceding vehicle, the vehicle 1 is speed-controlled so as to follow the preceding vehicle while maintaining an inter-vehicle distance corresponding to the vehicle speed. In this case, the speed limit and the target speed are set to the set vehicle speed and the vehicle speed of the preceding vehicle, respectively. That is, the target speed is set to a smaller speed among the set vehicle speed and the vehicle speed of the preceding vehicle. In addition, when the preceding vehicle that has been followed does not exist in front of the vehicle 1 due to a lane change or the like, the vehicle 1 is speed-controlled so as to maintain the set vehicle speed again.

  Further, when both ends of the lane are not detected and there is a preceding vehicle, the vehicle 1 is controlled to follow the traveling locus of the preceding vehicle, and the speed on the traveling locus of the preceding vehicle is determined. The speed is controlled so as to follow. In this case, the speed limit and the target speed are set to the set vehicle speed and the vehicle speed of the preceding vehicle, respectively.

  In addition, when both ends of the lane are not detected and there is no preceding vehicle, the traveling position on the traveling path cannot be specified (division line etc. cannot be detected, and the preceding vehicle cannot be followed). In this case, the driver operates the steering wheel, accelerator pedal, and brake pedal so that the current driving behavior (steering angle, yaw rate, vehicle speed, acceleration / deceleration, etc.) is maintained or changed according to the driver's intention. Perform control and speed control. In this case, the speed limit and the target speed are each set to the set vehicle speed.

  The automatic speed control mode is a mode in which speed control is performed so as to maintain a predetermined set vehicle speed (constant speed) preset by the driver or by the system 100, and automatic speed control by the driving support control system 100 is performed. (Engine control, brake control) is performed, but in principle, steering control is not performed. However, when the vehicle 1 deviates from the travel route (lane) or when there is a risk of collision with an obstacle (neighboring vehicle or structure), the driving support control system 100 sets the distance from the obstacle. Corresponding deceleration control and automatic steering control are performed.

  In this automatic speed control mode, the vehicle 1 travels so as to maintain the set vehicle speed, but can be increased beyond the set vehicle speed by the driver depressing the accelerator pedal (accelerator override control). Further, when the driver performs a brake operation, the driver's intention is prioritized and the vehicle is decelerated from the set vehicle speed. In addition, when catching up with the preceding vehicle, the speed is controlled so as to follow the preceding vehicle while maintaining the inter-vehicle distance according to the vehicle speed, and when there is no preceding vehicle, the speed control is performed so that it returns to the set vehicle speed again. Is done. In the automatic speed control mode, the speed limit is set to the set vehicle speed, and the target speed is set to a smaller speed of the set vehicle speed and the vehicle speed of the preceding vehicle.

  The speed limit mode is a mode for speed control so that the vehicle speed of the vehicle 1 does not exceed the limit speed (mark limit speed) defined by the speed sign. Automatic speed control ( With engine control). The sign limit speed may be specified by the ECU 10 performing image recognition processing on the speed sign imaged by the in-vehicle camera 21 or the speed display image data on the road surface, or may be received by wireless communication from the outside. . The sign limit speed is output from the ECU 10 to the driver operation unit 35 and displayed on the sign limit speed display unit of the permission input unit 38. In the speed limit mode, even when the driver depresses the accelerator pedal so as to exceed the speed limit, the vehicle 1 is increased only to the speed limit. In the speed limit mode, the speed limit is set to the sign speed limit, and the target speed is set according to the depression amount of the accelerator pedal.

  The basic control mode is a mode when the driving support mode is not selected by the driver operation unit 35 (off mode), and automatic steering control and speed control by the driving support control system 100 are not performed. . Accordingly, the speed limit and the target speed are not set in the basic control mode. However, the automatic collision prevention control is configured to be executed. In this control, when the vehicle 1 may collide with a preceding vehicle or the like, the brake control is automatically executed to avoid the collision. The Further, the automatic collision prevention control is executed in the same manner in the preceding vehicle following mode, the automatic speed control, and the speed limit mode.

  In the automatic speed control mode, the speed limit mode, and the basic control mode, obstacle avoidance control (speed control only or speed control and steering control) is further executed.

  Next, with reference to FIGS. 2 to 4, a plurality of travel routes calculated in the driving support control system 100 according to the present embodiment will be described. 2 to 4 are explanatory diagrams of the first travel route to the third travel route, respectively. In the present embodiment, the ECU 10 is configured to repeatedly calculate the following first travel route R1 to third travel route R3 in terms of time (for example, every 0.1 second). In the present embodiment, the ECU 10 calculates a travel route from a current time until a predetermined period (for example, 2 to 4 seconds) elapses based on information such as a sensor. The travel route Rx (x = 1, 2, 3) is specified by the target position (Px_k) and the target speed (Vx_k) of the vehicle 1 on the travel route (k = 0, 1, 2,..., N). ).

  2 to 4, the travel routes (first travel route to third travel route) are obstacles related to obstacles (including parked vehicles, pedestrians, etc.) on or around the travel path on which the vehicle 1 travels. Without considering the information (that is, the information whose situation may change over time) and the driving situation change information related to the change of the driving situation, the shape of the driving path, the driving trajectory of the preceding vehicle, the driving behavior of the vehicle 1, and the setting Calculated based on vehicle speed. The travel status change information includes travel regulation information related to travel regulations (ie, information that can be detected on the spot during travel, not from map information), and driver's intention (winker) Lane change request information based on the intention to change the course such as the operation of the (direction indicator) may be included. Thus, in this embodiment, since obstacle information, travel regulation information, and the like are not taken into consideration in the calculation, the overall calculation load of the plurality of travel routes can be kept low.

Hereinafter, for easy understanding, each travel route calculated when the vehicle 1 travels on the road 5 including the straight section 5a, the curve section 5b, and the straight section 5c will be described. The road 5 is composed of left and right lanes 5 _L and 5 _R. At present, the vehicle 1 is assumed to be traveling on the lane 5 _L of the straight sections 5a.

As shown in FIG. 2, the first travel route R <b> 1 is set for a predetermined period in accordance with the shape of the road 5 so that the vehicle 1 maintains the travel in the lane 5 </ b> _L that is the travel route. Specifically, the first traveling route R1 is straight section 5a, the vehicle 1, 5c is set to maintain a running near the center of the lane 5 _L, the vehicle 1 in the curve section 5b is higher than the center in the width direction of the lane 5 _L Is also set to travel on the inner side or the in side (the center O side of the curvature radius L of the curve section).

ECU10 executes the image recognition processing of the image data around the vehicle 1 captured by the vehicle-mounted camera 21, detects the lane end portions 6 _L, 6 _R. Both ends of the lane are lane markings (white lines, etc.) and road shoulders as described above. Furthermore, ECU 10 based on the detected lane end portions 6 _L, 6 _R, calculates the radius of curvature L of the lane width W, and the curve section 5b lane 5 _L. Further, the lane width W and the curvature radius L may be acquired from the map information of the navigation system 30. Further, the ECU 10 reads the speed sign S and the speed limit displayed on the road surface from the image data. As described above, the speed limit may be acquired by wireless communication from the outside.

ECU10 is straight section 5a, the 5c, a width direction central portion of the center in the width direction of the lane end portions 6 _L, 6 _R vehicle 1 (e.g., center of gravity position) so as to pass through the first traveling route R1 A plurality of target positions P1_k are set. In the present embodiment, the first travel route R1 is set so that the vehicle 1 travels in the center of the lane in the straight section. However, the present invention is not limited to this, and reflects the driving characteristics (preference, etc.) of the driver. Thus, the first travel route R1 may be set near the center of the lane that is deviated in the width direction by a predetermined shift amount (distance) from the center of the lane.

Meanwhile, ECU 10 is in the curve section 5b, in the longitudinal direction of the center position P1_c curve section 5b, sets the widthwise center position of the lane 5 _L maximum displacement amount Ws to the in-side. This displacement amount Ws is calculated based on the curvature radius L, the lane width W, and the width dimension D of the vehicle 1 (a prescribed value stored in the memory of the ECU 10). Then, the ECU 10 sets a plurality of target positions P1_k of the first travel route R1 so as to smoothly connect the center position P1_c of the curve section 5b and the center positions in the width direction of the straight sections 5a and 5c. Note that the first travel route R1 may be set on the in side of the straight sections 5a and 5c even before and after entering the curve section 5b.

  In principle, the target speed V1_k at each target position P1_k on the first travel route R1 is a predetermined set vehicle speed (constant speed) preset by the driver through the set vehicle speed input unit 37 of the driver operation unit 35 or by the system 100. ). However, if this set vehicle speed exceeds the speed limit obtained from the speed indicator S or the like or the speed limit defined according to the curvature radius L of the curve section 5b, the target speed of each target position P1_k on the travel route V1_k is limited to a lower speed limit of the two speed limits. Further, the ECU 10 appropriately corrects the target position P1_k and the target speed V1_k according to the current behavior state of the vehicle 1 (that is, vehicle speed, acceleration / deceleration, yaw rate, steering angle, lateral acceleration, etc.). For example, when the current vehicle speed is significantly different from the set vehicle speed, the target speed is corrected so that the vehicle speed approaches the set vehicle speed.

  Since the first travel route R1 is a travel route that is used when both ends of the lane are detected in principle, the first travel route R1 may not be calculated when the both ends of the lane are not detected. Alternatively, the following calculation may alternatively be performed in preparation for the case where the first travel route R1 is erroneously selected even though no is detected.

In this case, assuming that the vehicle 1 is traveling the center of the lane 5 _L, ECU 10 sets a virtual lane opposite ends with a steering angle or the yaw rate in accordance with the vehicle speed of the vehicle 1. Then, based on the both ends of the vehicle set virtually, the ECU 10 travels in the center of the lane if it is a straight section, and travels in the lane in the lane if it is a curve section, as described above. Calculate the travel route.

Further, as shown in FIG. 3, the second travel route R2 is set for a predetermined period so as to follow the travel locus of the preceding vehicle 3. The ECU 10 continuously determines the position and speed of the preceding vehicle 3 on the lane 5 _L on which the vehicle 1 travels based on image data from the in-vehicle camera 21, measurement data from the millimeter wave radar 22, and vehicle speed of the vehicle 1 from the vehicle speed sensor 23. These are stored as preceding vehicle locus information, and the traveling locus of the preceding vehicle 3 is set as the second traveling route R2 (target position P2_k, target speed V2_k) based on the preceding vehicle locus information. Note that the second travel route R2 is a travel route that is selected when both ends of the lane are not detected in principle (for this reason, in FIG. 3, the lane is indicated by an imaginary line for easy understanding).

  In the present embodiment, the second travel route R2 is a travel route that is calculated when a preceding vehicle is detected in principle, and therefore may not be calculated when the preceding vehicle is not detected. In preparation for the case where the second travel route R2 is erroneously selected even though no vehicle is detected, the following calculation may alternatively be performed.

  In this case, the ECU 10 assumes that the preceding vehicle is traveling forward from the vehicle 1 by a predetermined distance according to the vehicle speed. This virtual preceding vehicle has the same traveling behavior (vehicle speed, steering angle, yaw rate, etc.) as the vehicle 1. Then, the ECU 10 calculates the second travel route R2 so as to follow the virtual preceding vehicle.

As shown in FIG. 4, the third travel route R3 is set for a predetermined period based on the current driving state of the vehicle 1 by the driver. That is, the third travel route R3 is set based on the position and speed estimated from the current travel behavior of the vehicle 1.
The ECU 10 calculates the target position P3_k of the third travel route R3 for a predetermined period based on the steering angle, yaw rate, and lateral acceleration of the vehicle 1. However, when the lane both ends are detected, the ECU 10 corrects the target position P3_k so that the calculated third travel route R3 does not approach or intersect the lane end.

  Further, the ECU 10 calculates the target speed V3_k of the third travel route R3 for a predetermined period based on the current vehicle speed and acceleration / deceleration of the vehicle 1. If the target speed V3_k exceeds the speed limit acquired from the speed indicator S or the like, the target speed V3_k may be corrected so as not to exceed the speed limit.

  Next, the relationship between the driving support mode and the travel route in the driving support control system 100 according to the present embodiment will be described with reference to FIG. FIG. 5 is an explanatory diagram showing the relationship between the driving support mode and the target travel route. In the present embodiment, when the driver operates the mode selection switch 36 to select one driving support mode, the ECU 10 selects one of the first travel route R1 to the third travel route R3 according to the measurement data by the sensor or the like. , Any one is selected. That is, in the present embodiment, even if the driver selects a certain driving support mode, the same travel route is not necessarily applied, and an appropriate travel route according to the travel situation is applied. Yes.

When the preceding vehicle following mode is selected, if both ends of the lane are detected, the first travel route is applied regardless of the presence or absence of the preceding vehicle. In this case, the set vehicle speed set by the set vehicle speed input unit 37 becomes the target speed.
On the other hand, when the preceding vehicle follow-up mode is selected, the second travel route is applied when both ends of the lane are not detected and the preceding vehicle is detected. In this case, the target speed is set according to the vehicle speed of the preceding vehicle. In addition, when the preceding vehicle follow-up mode is selected, the third travel route is applied when neither end of the lane is detected and no preceding vehicle is detected.

  Further, the third travel route is applied when the automatic speed control mode is selected. The automatic speed control mode is a mode in which the speed control is automatically executed as described above, and the set vehicle speed set by the set vehicle speed input unit 37 becomes the target speed. Further, steering control is executed based on the operation of the steering wheel by the driver. For this reason, the third travel route is applied, but the vehicle 1 may not necessarily travel along the third travel route depending on the driver's operation (steering wheel, brake).

  The third travel route is also applied when the speed limit mode is selected. The speed limit mode is also a mode in which the speed control is automatically executed as described above, and the target speed is set in accordance with the depression amount of the accelerator pedal by the driver within the range of the limit speed or less. Further, steering control is executed based on the operation of the steering wheel by the driver. For this reason, as in the automatic speed control mode, the third travel route is applied. However, depending on the driver's operation (steering wheel, brake, accelerator), the vehicle 1 may not necessarily travel along the third travel route. .

  In addition, when the basic control mode (off mode) is selected, the third travel route is applied. The basic control mode is basically the same as the state where the speed limit is not set in the speed limit mode.

  Next, with reference to FIG. 6, the processing flow of the driving assistance control in the driving assistance control system 100 of this embodiment is demonstrated. FIG. 6 is a processing flow of driving support control.

  The ECU 10 repeatedly executes the processing flow of FIG. 6 every predetermined time (for example, 0.1 seconds). First, the ECU 10 executes information acquisition processing (S11). In the information acquisition process, the ECU 10 acquires the current vehicle position information and map information from the positioning system 29 and the navigation system 30 (S11a), the in-vehicle camera 21, the millimeter wave radar 22, the vehicle speed sensor 23, the acceleration sensor 24, and the yaw rate sensor. 25, sensor information is acquired from the driver operation unit 35 or the like (S11b), and switch information is acquired from the steering angle sensor 26, the accelerator sensor 27, the brake sensor 28, the direction indicator sensor, or the like (S11c).

  Next, ECU10 performs a predetermined information detection process using the various information acquired in the information acquisition process (S11) (S12). In the information detection process, the ECU 10 determines, based on the current vehicle position information, the map information, and the sensor information, the road information about the road shape around the vehicle 1 and the front area (presence / absence of straight sections and curve sections, lengths of sections, curves) Section radius of curvature, lane width, lane end positions, number of lanes, presence / absence of intersection, speed limit defined by curve curvature, etc.), travel regulation information (sign limit speed, red signal, etc.), obstacle information (leading vehicle) And the presence / absence of an obstacle, position, speed, etc.) and preceding vehicle locus information (position and speed of the preceding vehicle) are detected (S12a).

  Further, the ECU 10 detects vehicle operation information (steering angle, accelerator pedal depression amount, brake pedal depression amount, etc.) related to vehicle operation by the driver from the switch information (S12b), and further, from the switch information and sensor information, the vehicle The travel behavior information (vehicle speed, acceleration / deceleration, lateral acceleration, yaw rate, etc.) relating to the behavior of No. 1 is detected (S12c).

  Next, the ECU 10 executes a travel route calculation process based on the information obtained by the calculation (S13). In the travel route calculation process, as described above, the first travel route calculation process (S13a), the second travel route calculation process (S13b), and the first travel route calculation process (S13c) are executed.

  In the first travel route calculation process, the ECU 10 travels near the center of the lane in the straight section based on the set vehicle speed, both ends of the lane, lane width, speed limit, vehicle speed, acceleration / deceleration, yaw rate, steering angle, lateral acceleration, and the like. Thus, in the curve section, the slowest speed among the set vehicle speed, the speed limit by the traffic sign, and the speed limit defined by the curve curvature is set so as to travel on the in-side of the curve so that the turning radius becomes large. The travel route R1 (target position P1_k and target speed V1_k) for a predetermined period (for example, 2 to 4 seconds) is calculated so as to be the upper limit speed.

  In the second travel route calculation process, the ECU 10 maintains a predetermined inter-vehicle distance between the preceding vehicle and the vehicle 1 based on the preceding vehicle trajectory information (position and speed) of the preceding vehicle acquired from the sensor information or the like. The travel route R2 for a predetermined period is calculated so as to follow the behavior (position and speed) of the preceding vehicle with a delay of the travel time of the inter-vehicle distance.

  In the third travel route calculation process, the ECU 10 calculates a travel route R3 for a predetermined period estimated from the current behavior of the vehicle 1 based on the vehicle operation information, the travel behavior information, and the like.

  Next, the ECU 10 executes a travel route selection process for selecting one target travel route from the calculated three travel routes (S14). In this process, as described above, the ECU 10 determines one target based on whether or not both ends of the lane are detected and whether there is a preceding vehicle, in addition to the driving support mode selected by the driver using the mode selection switch 36. A travel route is selected (see FIG. 5).

  Next, the ECU 10 controls the corresponding control system (the engine control system 31, the brake control system 32, so that the vehicle 1 travels on the travel route calculated finally according to the selected driving support mode. A request signal is output to the steering control system 33) (S15).

  Next, with reference to FIGS. 7 to 9, a mode switching process in the driving support mode in the driving support control system 100 of the present embodiment will be described. FIG. 7 is an explanatory view showing a transition state of the speed limit and the vehicle speed in the switching process of the driving support mode, FIG. 8 is a process flow at the time of mode switching from the speed limit mode to the automatic speed control mode, and FIG. It is a processing flow at the time of mode switching from speed control mode to speed limit mode.

  As shown in FIG. 7, at time t0, the vehicle 1 is traveling in the speed limit mode. At this time, since the vehicle 1 is traveling on a road with a speed indicator of 50 km / h, the speed limit is set to the mark speed limit (50 km / h). The target speed is set according to the depression amount of the accelerator pedal, and the vehicle 1 is traveling at a speed of 50 km / h. In FIG. 7, the speed limit is indicated by line A, and the actual vehicle speed is indicated by line B.

  Next, the driver operates the mode selection switch 36 at time t1 to select the automatic speed control mode, and then operates the set vehicle speed input unit 37 at time t2 to set the set vehicle speed (40 km / h). Yes. At time t1, the ECU 10 starts a mode switching process for switching the driving support mode from the speed limit mode to the automatic speed control mode.

  In the mode transition period (t1 to t2) until the mode switching process is completed, the ECU 10 maintains the speed limit in the speed limit mode before the switching (label limit speed = 50 km / h). Further, the ECU 10 sets the target speed to a smaller speed between the speed limit mode in the speed limit mode before switching and the vehicle speed of the preceding vehicle when there is a preceding vehicle, and when the preceding vehicle does not exist, Set the speed to the speed limit of the speed limit mode before switching.

  Therefore, during the mode transition period (t1 to t2), the ECU 10 travels at a speed smaller than the speed limit or the speed of the preceding vehicle within a range in which the vehicle speed does not exceed the speed limit mode speed limit (50 km / h) before switching. Thus, the speed control of the vehicle 1 is performed. Then, when the set vehicle speed (40 km / h) is set at time t2, the ECU 10 rewrites the speed limit to the set vehicle speed, and sets the target speed to a lower one of the set vehicle speed and the vehicle speed of the preceding vehicle. Thus, after time t2, the ECU 10 performs speed control so that the vehicle 1 travels at the set vehicle speed (or the vehicle speed of the preceding vehicle). For this reason, the vehicle 1 is decelerated toward the set vehicle speed.

  In the speed limit mode, it is assumed that the driver wanted to travel near the sign limit speed. Therefore, during the mode transition period, even if the speed limit is maintained at the speed limit in the speed limit mode and the target speed is set to the speed limit in the same speed limit mode, It is considered that the behavior of the vehicle 1 does not greatly deviate from the driver's intention. Thereby, in this embodiment, it is possible to reduce the possibility that the driver feels uncomfortable during the mode transition period.

  On the other hand, when the speed limit and the target speed in the automatic speed control mode after switching are set to the previous value or a fixed value, the behavior of the vehicle 1 may be greatly deviated from the driver's intention. For example, when the previous speed or the fixed value of the speed limit and the target speed in the automatic speed control mode is 30 km / h, the vehicle speed is decelerated from the intended vehicle speed (40 km / h) during the mode transition period, Then, after the input operation of the set vehicle speed (after t2), the vehicle speed is increased to the set vehicle speed. For this reason, the driver may feel uncomfortable during the mode transition period.

  In addition, the driver operates the mode selection switch 36 at time t3 to select the speed limit mode, and then performs a permission input operation of the sign limit speed using the permission input unit 38 at time t4. At this time, the speed (50 km / h) defined by the speed sign is displayed on the sign limit speed display section of the permission input section 38. At time t3, the ECU 10 starts a mode switching process for switching the driving support mode from the automatic speed control mode to the speed limit mode.

  The ECU 10 maintains the speed limit in the automatic speed control mode before switching in the mode transition period (t3 to t4) until the mode switching process is completed. Further, the ECU 10 sets the target speed according to the depression amount of the accelerator pedal.

  Therefore, during the mode transition period (t3 to t4), the ECU 10 controls the speed of the vehicle 1 according to the amount of depression of the accelerator pedal in a range where the vehicle speed does not exceed the speed limit (40 km / h) of the automatic speed control mode before switching. I do. Then, when a speed limit (mark speed limit = 50 km / h) is newly set at time t <b> 4, the ECU 10 performs speed control of the vehicle 1 within a range in which the vehicle speed does not exceed the new speed limit. Therefore, at least after time t4, the vehicle 1 can be increased to a new speed limit (label speed limit).

  During the automatic speed control mode, the driver had an intention to drive at a set vehicle speed (40 km / h). Therefore, even if the speed limit is maintained at the speed limit in the automatic speed control mode during the mode transition period, the behavior of the vehicle 1 in the speed limit mode after switching does not deviate significantly from the driver's intention. Conceivable. Thereby, in this embodiment, it is possible to reduce the possibility that the driver feels uncomfortable during the mode transition period.

  On the other hand, when the speed limit in the speed limit mode after switching is set to the previous value or a fixed value, the behavior of the vehicle 1 may be greatly deviated from the driver's intention. For example, if the previous value or fixed value of the speed limit speed limit mode is 30 km / h, the vehicle speed cannot be increased to the intended speed limit (sign limit speed = 50 km / h) during the mode transition period. Rather, the vehicle is decelerated toward 30 km / h. Then, after the permission input (after t4), the speed can be increased up to the sign limit speed. For this reason, the driver may feel uncomfortable during the mode transition period.

Next, the speed limit setting procedure in the mode switching process from the speed limit mode to the automatic speed control mode will be described with reference to FIG.
The ECU 10 repeatedly executes the process of FIG. 8 in terms of time. First, the ECU 10 determines whether or not there has been a change in the driving support mode selection signal received from the mode selection switch 36 (S20). If there is no change in the driving assistance mode selection signal received so far (S20; No), the ECU 10 ends the process because the same driving assistance mode is selected.

  On the other hand, when there is a change in the driving support mode selection signal (S20; Yes), the ECU 10 determines whether the driver has switched the driving support mode from the speed limit mode to the automatic speed control mode based on the driving support mode selection signal. It is determined whether or not (S21). If it is not switching from the speed limit mode to the automatic speed control mode (S21; No), the ECU 10 ends the process.

  On the other hand, when switching from the speed limit mode to the automatic speed control mode (S21; Yes), the ECU 10 switches the driving support mode to the automatic speed control mode (S22), and the speed limit in the speed limit mode (mark limit speed). ) Is maintained at the speed limit of the automatic speed control mode (S23). Then, the ECU 10 waits to receive a set vehicle speed signal from the set vehicle speed input unit 37 (S24; No). That is, the period of waiting for the set vehicle speed signal corresponds to the mode transition period (time t1 to t2 in FIG. 7).

  When the set vehicle speed signal is received from the set vehicle speed input unit 37 (S24; Yes), the ECU 10 stores the set vehicle speed based on the received set vehicle speed signal (S25), and stores the limit speed of the automatic speed control mode. The vehicle speed is rewritten (S26), and the process is terminated.

Next, a speed limit setting procedure in the mode switching process from the automatic speed control mode to the speed limit mode will be described with reference to FIG.
The ECU 10 repeatedly executes the process of FIG. 9 in terms of time. First, the ECU 10 determines whether or not there has been a change in the driving support mode selection signal received from the mode selection switch 36 (S30). If there is no change in the driving assistance mode selection signal received so far (S30; No), the ECU 10 ends the process because the same driving assistance mode is selected.

  On the other hand, when there is a change in the driving support mode selection signal (S30; Yes), the ECU 10 causes the driver to switch the driving support mode from the automatic speed control mode to the speed limit mode based on the driving support mode selection signal. It is determined whether or not (S31). When it is not switching from the automatic speed control mode to the speed limit mode (S31; No), the ECU 10 ends the process.

  On the other hand, when switching from the automatic speed control mode to the speed limit mode (S31; Yes), the ECU 10 switches the driving support mode to the speed limit mode (S32), and the speed limit in the automatic speed control mode (set vehicle speed). Is maintained at the speed limit of the speed limit mode (S33). Then, in the information detection process (S12 in FIG. 6), the ECU 10 determines whether or not the speed limit (label speed limit) is detected from the speed mark (S34). When the sign limit speed is not detected (S34; No), the ECU 10 waits until the sign limit speed is detected.

  When the sign limit speed is detected (S34; Yes), the ECU 10 displays the detected sign limit speed on the sign limit speed display section of the permission input section 38 (S35). Is received (S36; No). That is, the total period of the period of waiting for the detection of the sign limit speed and the period of waiting for the permission signal corresponds to the mode transition period (time t3 to t4 in FIG. 7).

  When receiving the permission signal from the permission input unit 38 (S36; Yes), the ECU 10 rewrites the speed limit mode speed limit to the detected label speed limit (S37) and ends the process.

Next, the operation of the driving support control device of this embodiment will be described.
In the driving assistance control device (ECU) 10 of the present embodiment, the vehicle 1 can be controlled by the driving assistance mode selected by the driver from a plurality of driving assistance modes. The ECU 10 is configured to set a vehicle speed limit speed and a target speed corresponding to each driving assistance mode in each driving assistance mode, and to execute control for causing the vehicle to travel at the target speed within a range not exceeding the limiting speed. ing.

  When switching the driving support mode, for example, in a mode in which the speed limit is set to the previous value or a fixed value, the speed limit after switching is set regardless of the driving support mode before switching. There is a risk of driving assistance that does not match the driving intention of the driver.

  On the other hand, in this embodiment, when switching the driving support mode, the speed limit is maintained at the speed limit of the driving support mode before switching in the mode transition period, and the target speed corresponds to the driving support mode after the transition. Thus, the predetermined speed is set. For this reason, in this embodiment, at the time of switching the driving support mode, it is difficult to be in a driving support state that is greatly deviated from the driving intention of the driver. Therefore, in this embodiment, it is possible to make it difficult for the driver to feel uncomfortable or stress when switching the driving support mode.

  Further, in the present embodiment, the plurality of driving support modes do not exceed the sign limit speed defined by the automatic speed control mode for executing the speed control so that the vehicle travels at the set vehicle speed and the speed sign on the road. And a speed limit mode for limiting the vehicle speed. In the automatic speed control mode, the speed limit is set to the input set vehicle speed according to the input operation of the set vehicle speed by the driver, the target speed is set based on the set vehicle speed or the vehicle speed of the preceding vehicle, and the speed limit is set. In the mode, the speed limit is set to the mark speed limit in accordance with the permission input operation of the sign speed limit by the driver, and the target speed is set in accordance with the depression amount of the accelerator pedal.

  In the present embodiment, when the driving support mode is switched from the speed limit mode to the automatic speed control mode, the target speed is appropriately set in accordance with the driving support mode after switching in the mode transition period, and the speed limit is set before switching. The speed limit of the driving support mode is maintained. In the speed control mode, it is considered that the driver was going to drive near the sign speed limit. Therefore, even if the automatic speed control mode is selected, the speed limit in the driving support mode before switching the speed limit in the mode transition period ( Even if it is maintained at the sign limit speed), it does not deviate significantly from the driving intention. Therefore, in this embodiment, it is possible to suppress the driver from feeling uncomfortable or stressed when switching the driving support mode.

  In the present embodiment, when the driving support mode is switched from the automatic speed control mode to the speed limit mode, the target speed is appropriately set according to the switched driving support mode in the mode transition period, and the speed limit is switched. The speed limit of the previous driving support mode is maintained. In the automatic speed control mode, the driver is thought to have traveled at the set vehicle speed (that is, the speed limit), so even if the speed limit mode is selected, the driving support mode before switching the speed limit in the mode transition period. Even if the speed limit is maintained, it does not deviate significantly from the driving intention. Therefore, in this embodiment, it is possible to suppress the driver from feeling uncomfortable or stressed when switching the driving support mode.

  In the embodiment described above, the case where the driving support mode transitions between the speed limit mode and the automatic speed control mode has been described. The same applies to the transition between any two of these modes.

DESCRIPTION OF SYMBOLS 1 Vehicle 10 Driving assistance control apparatus 35 Driver operation part 36 Mode selection switch 37 Setting vehicle speed input part 38 Permit input part 100 Driving assistance control system

Claims (8)

A driving support control device capable of controlling a vehicle by a driving support mode selected by a driver from a plurality of driving support modes,
The driving support control device sets a vehicle speed limit speed and a target speed according to each driving support mode in each driving support mode, and controls the vehicle to travel at the target speed within a range not exceeding the speed limit. Is configured to run
The driving support control device includes a mode switching process for switching a driving support mode between the plurality of driving support modes, and corresponds to the driving support mode after switching the target speed in a mode transition period in which the mode switching process is executed. A driving support control device that sets the target speed to the speed limit and maintains the speed limit in the driving support mode before switching.   The driving support control device according to claim 1, wherein the driving support control device starts the mode switching processing in response to a predetermined mode switching operation by a driver.   The driving support control device according to claim 1, wherein the driving support control device resets the speed limit in response to a predetermined operation by the driver during the mode transition period. The plurality of driving support modes are:
An automatic speed control mode for executing speed control so that the vehicle travels at a set vehicle speed;
The driving assistance control device according to any one of claims 1 to 3, further comprising: a speed limit mode that limits a vehicle speed so as not to exceed a sign limit speed defined by a speed sign on the road. A driving assistance control device capable of controlling a vehicle by a driving assistance mode selected from a plurality of driving assistance modes,
The driving support control device sets a vehicle speed limit speed and a target speed according to each driving support mode in each driving support mode, and controls the vehicle to travel at the target speed within a range not exceeding the speed limit. Is configured to run
The plurality of driving support modes include an automatic speed control mode for executing speed control so that the vehicle travels at a set vehicle speed, and a speed for limiting the vehicle speed so as not to exceed a sign limit speed defined by a speed sign on the road. Including restricted mode,
In the automatic speed control mode, the speed limit is set to the input set vehicle speed according to an input operation of the set vehicle speed by a driver, and the target speed is set based on the set vehicle speed or the vehicle speed of a preceding vehicle. And
In the speed limit mode, the speed limit is set to the mark speed limit according to a driver's permission input operation of the mark speed limit, and the target speed is set according to the amount of depression of an accelerator pedal.
The driving support control device sets the target speed to a predetermined speed and sets the speed limit to the speed limit mode in a mode transition period in which a mode switching process from the speed limit mode to the automatic speed control mode is executed. Driving support control device that maintains the speed limit.   The driving support control device performs the mode switching process in response to a predetermined mode switching operation by a driver, and the set vehicle speed to which the speed limit is input in response to the input operation in the mode transition period. The driving support control device according to claim 5, wherein A driving assistance control device capable of controlling a vehicle by a driving assistance mode selected from a plurality of driving assistance modes,
The driving support control device sets a vehicle speed limit speed and a target speed according to each driving support mode in each driving support mode, and controls the vehicle to travel at the target speed within a range not exceeding the speed limit. Is configured to run
The plurality of driving support modes include an automatic speed control mode for executing speed control so that the vehicle travels at a set vehicle speed, and a speed for limiting the vehicle speed so as not to exceed a sign limit speed defined by a speed sign on the road. Including restricted mode,
In the automatic speed control mode, the speed limit is set to the input set vehicle speed according to an input operation of the set vehicle speed by a driver, and the target speed is set based on the set vehicle speed or the vehicle speed of a preceding vehicle. And
In the speed limit mode, the speed limit is set to the mark speed limit according to a driver's permission input operation of the mark speed limit, and the target speed is set according to the amount of depression of an accelerator pedal.
The driving support control device sets the target speed and sets the speed limit to a speed limit of the automatic speed control mode in a mode transition period in which a mode switching process from the automatic speed control mode to the speed limit mode is executed. A driving support control device that maintains   The driving support control device executes the mode switching process in response to a predetermined mode switching operation by a driver, and responds to the permission input operation in the mode transition period to change the speed limit to the sign speed limit. The driving support control device according to claim 7, which is set.

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