JP2016137835A - Travel control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a travel control device for a vehicle, which reduces the risk of a rear-end collision of a following vehicle, in a configuration making a driver's own vehicle accelerated/decelerated by one accelerator pedal (operator).SOLUTION: A travel control part 18 performs correction so that deceleration Gd generated by an accelerator pedal 40 can be decreased, when a following vehicle inter-vehicular distance Df detected by a following vehicle inter-vehicular distance detection part 52 is equal to or lower than a following vehicle inter-vehicular distance threshold Dfth. This reduces the risk that a driver's own vehicle 12 may be subjected to a rear-end collision of a following vehicle Fv.SELECTED DRAWING: Figure 6

Description

  The present invention relates to a vehicular travel control apparatus that controls acceleration and deceleration of a host vehicle in accordance with an operation amount of one operating element.

  In Patent Document 1, the inter-vehicle distance determination unit associates the inter-vehicle distance with the following vehicle with the speed of the own vehicle while the regenerative brake is activated when the driver of the electric vehicle releases the accelerator pedal of the own vehicle. A technique is disclosed in which a lighting control unit turns on a brake lamp when it is determined that the distance is shorter than the danger distance ([0031] to [0034] in Patent Document 1).

JP 2011-255595 A

  As described above, in Patent Document 1, when the accelerator pedal is no longer depressed, the regenerative brake is activated. Therefore, when the distance between the vehicle and the following vehicle is short, if the driver of the host vehicle releases the accelerator pedal with the intention of running in inertia, the braking force generated by the regenerative brake is generated more than the driver expects and decelerates. As a result, there is a problem that the risk of a rear-end collision from the following vehicle increases.

  Therefore, in a vehicle equipped with a vehicular travel control device that controls acceleration and deceleration of the host vehicle according to the operation amount of one operation element, if deceleration occurs due to the operation of the operation element, the following vehicle There is a need to reduce the risk of rear-end collisions.

  The present invention has been made in consideration of the above-described problems. In a configuration in which acceleration and deceleration of the host vehicle are controlled in accordance with an operation amount of one operator, the vehicle is operated by operating the operator. It is an object of the present invention to provide a vehicular travel control device that can accurately reduce the risk of a rear-end collision from a following vehicle during deceleration.

  A vehicular travel control apparatus according to the present invention is a vehicular travel control apparatus that controls acceleration and deceleration of a host vehicle in accordance with an operation amount of one operator, and is based on an inter-vehicle distance between the host vehicle and a succeeding vehicle. A vehicle-to-vehicle distance detection means for detecting a vehicle-to-vehicle distance, a deceleration of a deceleration region corresponding to the operation amount in one direction by the operator, and the operation amount in another direction different from the one direction Travel control means for setting the acceleration in the acceleration region corresponding to the operation amount, and the travel control means is configured such that the distance between the following vehicles detected by the distance between the following vehicles is detected between the following vehicles. When the distance is equal to or smaller than the distance threshold, the deceleration generated by the operation element is corrected so as to be small.

  According to this configuration, in a vehicle in which acceleration / deceleration can be performed with a single operator, when the following vehicle approaches from the rear of the host vehicle within the distance threshold of the following vehicle, the driver erroneously moves the operator in the deceleration direction. Even if a deceleration occurs due to the operation, it is possible to suppress a sudden deceleration because the generated deceleration is reduced, and the risk of a rear-end collision from a subsequent vehicle can be accurately reduced. .

  In this case, when the distance between the following vehicles is equal to or less than the following vehicle distance threshold, the travel control unit is set so that the deceleration generated by the operation element becomes smaller as the distance between the following vehicles becomes shorter. You may make it do.

  According to this configuration, when the distance between the following vehicles is equal to or less than the threshold value between the following vehicles, an appropriate deceleration can be set according to the distance between the following vehicles, and the driver performs a deceleration operation with the operator. Even if it has been, the risk of a rear-end collision from the following vehicle can be reduced.

  Further, when the travel control means sets the deceleration generated by the operator to be small when the following inter-vehicle distance is equal to or less than the following inter-vehicle distance threshold, the traveling control means decelerates the driver. The notification means may notify that the occurrence of occurrence is small.

  According to this configuration, since the driver can recognize that the deceleration is small when the distance between the following vehicles is equal to or less than the threshold value between the following vehicles, the uncomfortable feeling that the driver has can be reduced.

  Furthermore, it further has an operation speed detecting means for detecting an operation speed of the operation element in the one direction, and the travel control means is configured to perform the operation when the distance between the following vehicles is equal to or less than the distance between the following vehicles. You may set so that the said deceleration generated with the said operation element may become small, so that the said operation speed to the said one direction of the said operation element detected by the speed detection means becomes large.

  According to this configuration, it is determined that there is a possibility of sudden deceleration when the operation speed is high, and the risk of a rear-end collision from the following vehicle can be reduced by further reducing the deceleration.

  Furthermore, the vehicle has a speed reduction means capable of performing a speed reduction operation by a driver separately from the operation element, and the travel control means is configured to operate the operation when the distance between the following vehicles is equal to or less than the threshold value between the following vehicles. Even when the deceleration generated by the child is set to be small, the deceleration by the deceleration means may be allowed.

  Even if the following vehicle distance is equal to or less than the following vehicle distance threshold, if the distance between the preceding vehicle and the preceding vehicle is short or if the preceding vehicle performs sudden braking, the host vehicle needs to decelerate. is there. Therefore, in such a case, even if the deceleration of the operating element is set to a small value, it can be decelerated by other deceleration means, so the risk of sudden braking and rear-end collision is reduced. can do.

  Furthermore, the vehicle further comprises a front obstacle distance detection means for detecting a distance between front obstacles, which is a distance between the host vehicle and a front obstacle, and the front detected by the front obstacle distance detection means. When the distance between obstacles is shorter than the distance between the following vehicles detected by the following vehicle distance detection means, it is prohibited to set the deceleration generated by the operator to be small. May be.

  According to the present invention, it is possible to reduce the risk of a rear-end collision and a rear-end collision because it is determined whether or not it is allowed to set the deceleration by the operation element to be small according to the risk of the front obstacle and the rear vehicle. .

  Further, the vehicle travel control device according to the present invention is a vehicle travel control device that controls acceleration and deceleration of the host vehicle in accordance with an operation amount of one operator, and is a distance between the host vehicle and the following vehicle. Subsequent vehicle inter-vehicle distance detection means for detecting a distance between the following vehicles as a distance, a relative speed acquisition means for acquiring a relative speed between the host vehicle and the subsequent vehicle, and a deceleration region corresponding to the operation amount in one direction And an acceleration region corresponding to the operation amount in the other direction different from the one direction is set for the operation amount, and in the deceleration region, the larger the operation amount in the one direction, Travel control means for controlling the deceleration to increase, and the travel control means, when being decelerated by the operation of the operation element in the one direction, Collision margin calculated from speed If the time is less than the collision tolerable time threshold, corrected to the deceleration generated by the operator is reduced.

  According to this configuration, in the host vehicle that can perform acceleration / deceleration with one operator, the following vehicle has approached a position where the collision margin time between the following vehicle and the host vehicle is shorter than the collision margin time threshold. Even if the driver accidentally operates the operating element in the deceleration direction and the deceleration occurs, the deceleration that occurs is reduced, so it is possible to suppress sudden deceleration and The risk of a rear-end collision from a vehicle can be reduced accurately.

  According to the present invention, in a vehicle in which acceleration / deceleration can be performed with a single operator, when the following vehicle approaches from the rear of the host vehicle within the threshold distance between the following vehicles, the driver erroneously moves the operator in the deceleration direction. Even if a deceleration occurs due to the operation, it is possible to suppress a sudden deceleration because the generated deceleration is reduced, and the risk of a rear-end collision from a subsequent vehicle can be accurately reduced. .

  Further, according to the present invention, in the own vehicle in which acceleration / deceleration can be performed with one operator, the following vehicle approaches a position where the collision margin time between the following vehicle and the own vehicle is shorter than the collision margin time threshold. Even if the driver accidentally operates the operating element in the deceleration direction and the deceleration occurs, the deceleration that occurs is reduced, so it is possible to suppress sudden deceleration. The risk of a rear-end collision from the following vehicle can be accurately reduced.

1 is a schematic block diagram of a host vehicle incorporating a vehicular travel control apparatus according to a first embodiment and a second embodiment of the present invention. FIG. It is a driving | running | working state schematic diagram which shows the own vehicle which is drive | working on a driving | running route, and the front running vehicle and the following vehicle which are drive | working in the same direction as this own vehicle. It is a basic characteristic figure of change of target acceleration / deceleration with respect to the operation amount of an accelerator pedal. It is a flowchart provided for operation | movement description of 1st Example. It is a following vehicle distance threshold characteristic figure which shows the change of the following vehicle distance threshold with respect to a vehicle speed. It is a correction characteristic figure of change of target acceleration / deceleration to the amount of operation of an accelerator pedal concerning the 1st example and the 2nd modification of the 1st example. It is another correction characteristic figure of change of target acceleration / deceleration to the amount of operation of an accelerator pedal. It is a characteristic figure of the correction ratio concerning the 1st modification of the 1st example. It is a correction characteristic figure concerning the 1st example and the 1st modification of the 1st example. FIG. 9 is a characteristic diagram of a correction ratio that can be substituted for the characteristic diagram of the correction ratio in FIG. 8. It is a flowchart with which operation | movement description of the vehicle travel control apparatus which concerns on the 3rd modification of 1st Example is provided. It is a characteristic diagram of the correction ratio corresponding to the operation speed. It is a flowchart provided for operation | movement description of the own vehicle incorporating the vehicle travel control apparatus which concerns on 2nd Example of this invention. It is a schematic block diagram of the own vehicle in which the vehicle travel control apparatus according to the third embodiment of the present invention is incorporated. It is a flowchart provided for operation | movement description of 3rd Example. It is a schematic block block diagram of the own vehicle incorporating the vehicle travel control apparatus which concerns on 4th Example of this invention. It is a flowchart with which operation | movement description of 4th Example is provided. It is a collision margin time threshold characteristic figure which shows the change of the collision margin time threshold with respect to deceleration.

  Hereinafter, preferred embodiments of a vehicular travel control apparatus according to the present invention will be described in detail with reference to the accompanying drawings.

[First embodiment]
FIG. 1 is a schematic block diagram of a host vehicle 12 incorporating a vehicle travel control apparatus 10 according to a first embodiment of the present invention.

  FIG. 2 shows a host vehicle 12 traveling on a road surface (running road) 13, a front vehicle Bv traveling in the same direction as the host vehicle 12 in front of the host vehicle 12, and a rear of the host vehicle 12. It is a driving | running | working state schematic diagram which shows the following vehicle Fv which is drive | working in the same direction as the own vehicle.

  Note that the front vehicle Bv is a front obstacle present in front of the host vehicle 12 regardless of whether the vehicle 12 is traveling in the same direction or parked when viewed from the host vehicle 12. presume.

  In this embodiment, the host vehicle 12 is a hybrid vehicle, but the present invention is not limited to a hybrid vehicle, and can be applied to an engine vehicle, a fuel cell vehicle, an electric vehicle, and the like.

  As shown in FIG. 1, the vehicle travel control device 10 includes an ECU (electronic control unit) 14. As is well known, the ECU 14 is a computer including a microcomputer, a CPU (central processing unit), a ROM (including EEPROM) as a storage unit 16 and a RAM (random access memory), and other A / D converters. , An input / output device such as a D / A converter, a timer as a timer, and the like, and various function implementation units (function implementation means), for example, by the CPU reading and executing a program recorded in the ROM, for example It functions as a control unit, a calculation unit, a processing unit, and the like. These functions can also be realized by hardware. Moreover, ECU14 can also be integrated into one and can also be divided | segmented.

  In the first embodiment, the ECU 14 includes a travel control unit 18, a notification control unit 20, and an operation speed detection unit 24 as various more specific function implementation units (function implementation means) in addition to the storage unit 16 described above. Prepare.

  An engine mechanism 30, a drive motor mechanism 32, a brake mechanism 34, and a display (notification unit) 36 are connected to the ECU 14 as output devices. In this embodiment, the display 36 is attached to the instrument panel and uses a MID (multi-information display) that displays the cruising distance, fuel consumption, etc., but a display of a navigation device (not shown) may be used.

  The ECU 14 includes, as input devices, an operation amount sensor 42 connected to an accelerator pedal (acceleration / deceleration pedal) 40, a depression amount sensor 46 connected to a brake pedal 44, a G sensor 48, a vehicle speed sensor 50, and a distance between the following vehicles. A distance detector 52 is connected.

  As will be described later, the accelerator pedal 40 is different from a normal accelerator pedal having only an acceleration region in that it has a deceleration region in addition to the acceleration region.

  The engine mechanism 30 includes an engine and a transmission and transmits driving force to the wheels. The engine is a drive source for the host vehicle 12. When the transmission is a CVT (stepless transmission) and includes a paddle shift switch in the vicinity of the steering wheel, the paddle shift switch is operated to perform a paddle shift down operation to lower the gear stage in the engine mechanism 30 to a low speed stage. The engine brake can be activated.

  The drive motor mechanism 32 includes a drive motor driven through an inverter and a battery that supplies power to the drive motor through the inverter. The regenerative brake can be operated by the drive motor (drive motor mechanism 32). A regenerative switch for operating the regenerative brake may be provided near the steering.

  The brake mechanism 34 includes components such as a hydraulic device and a brake pad, and applies a friction braking force in contact with the wheel. A friction brake can be operated by the brake mechanism 34.

  The operation amount sensor 42 detects the operation amount θa [deg] from the original position of the accelerator pedal 40 and outputs it to the ECU 14.

  The depression amount sensor 46 detects the depression amount θb [deg] from the original position of the brake pedal 44 and outputs it to the ECU 14.

The G sensor 48 detects the acceleration (acceleration / deceleration) G (deceleration Gd <0, acceleration Ga> 0) [m / s ² ] in the front-rear direction of the host vehicle 12 and outputs it to the ECU 14. Note that increasing the deceleration Gd (negative value) means increasing the absolute value | Gd | of the deceleration Gd. On the contrary, when the deceleration Gd becomes small, it means that the absolute value | Gd | of the deceleration Gd becomes small.

  The vehicle speed sensor 50 detects the vehicle speed V [km / h] of the host vehicle 12 and outputs it to the ECU 14.

  The following vehicle inter-vehicle distance detection unit 52 is an output including the following vehicle Fv by a radar, a laser, or an in-vehicle camera mounted on the rear surface portion of the own vehicle 12, or an output from the following vehicle Fv obtained by the inter-vehicle communication device or a road-to-vehicle distance The distance Df [m] between the following vehicles is detected from the output from the beacon obtained by the communication device, and is output to the ECU 14.

  As shown in the basic characteristic of the operation amount / target acceleration / deceleration (also referred to as the operation amount / target acceleration / deceleration basic characteristic) 100 in FIG. 3, the travel control unit 18 determines that the operation amount θa by the accelerator pedal 40 is less than the reference operation amount θaref. Deceleration region Ad corresponding to the decreasing operation amount (θaref−θa) in one direction dr1 (in this case, θa takes a value from the reference operation amount θaref to 0 value) and the reference operation amount θaref in one direction. An acceleration region Aa corresponding to an operation amount θa in the other direction dr2 different from dr1 (in this case, θa takes a value from the reference operation amount θaref to the operation amount θ1) is set for the operation amount θa.

  In the deceleration region Ad, the traveling control unit 18 increases the deceleration Gd of the host vehicle 12 so that the deceleration Gd of the host vehicle 12 increases as the operation amount (θaref−θa) from the reference operation amount θaref to the one direction dr1 increases. While controlling the driving force of the drive motor mechanism 32, in the acceleration region Aa, the engine mechanism 30 and / or the drive motor mechanism 32 is configured such that the acceleration Ga of the host vehicle 12 increases as the operation amount θa in the other direction dr2 increases. To control the driving force.

  Note that the basic characteristic 100 of the operation amount / target acceleration / deceleration has a plurality of characteristics stored in advance in the storage unit 16 with the vehicle speed V as a parameter.

  The operation amount θa = 0 [deg] is the original position (referred to as θ0 = 0) of the accelerator pedal 40 regulated by the return spring and the stopper.

  In the basic characteristic 100 of the operation amount / target acceleration / deceleration, a play area in which the target deceleration Gdtar is set to the maximum deceleration Gdtarmax when the operation amount θa of the accelerator pedal 40 is from θa = 0 (= θ0) to the operation amount θamin. The target deceleration Gdtar is gradually reduced from the maximum deceleration Gdtarmax to the zero value from the operation amount θamin to the reference operation amount θaref, and the target acceleration Gatar is from the zero value to the maximum acceleration from the reference operation amount θaref to the operation amount θamax. The operation amount θa is gradually increased to Gatarmax, and the operation amount θa is a play area set to the maximum acceleration Gatarmax from θa = θamax to the operation amount θ1.

  As will be described in detail later, the notification control unit 20 operates in one direction dr1 in which the operation amount θa by the accelerator pedal 40 decreases from the reference operation amount θaref (θaref−θa) (the operation amount θa is the reference operation amount θaref). In the deceleration region Ad corresponding to the value 0 to 0)), even if the setting of the target deceleration Gdtar, that is, the setting of the deceleration Gd is the same operation amount (θaref−θa). Is set to a smaller value, the display 36 displays that the occurrence of the deceleration Gd is small and notifies the driver.

The operation speed detection unit 24 detects an operation speed Pv in the one direction dr1 of the accelerator pedal 40. The operation speed Pv is detected as a change amount per unit time of the operation amount (θaref−θa). That is, the operation speed Pv is calculated as shown in the equation (1), where Δt is a minute known time.
Pv = (θaref−θa) / Δt [deg / s] (1)

  The operation of the vehicle travel control apparatus 10 according to the first embodiment of the present invention, which is basically configured as described above, is described with reference to the flowchart of FIG. In the following description, the execution subject of the program according to the flowchart is the travel control unit 18 of the ECU 14.

  The travel control unit 18 of the host vehicle 12 traveling in the state of FIG. 2 first detects the operation amount θa of the accelerator pedal 40 through the operation amount sensor 42 in step S1, and detects the operation amount detected in step S2. It is detected whether or not θa is in a deceleration region Ad (0 ≦ θa <θaref) smaller than the reference operation amount θaref. When the operation amount θa is larger than the reference operation amount θaref (θa ≧ θaref) and is not in the deceleration region Ad (step S2: NO, θa ≧ θaref) (when it is in the acceleration region Aa), the process returns to step S1.

  When the operation amount θa is smaller than the reference operation amount θaref (θa <θaref) and is in the deceleration region Ad (step S2: YES), the travel control unit 18 passes the following vehicle through the following inter-vehicle distance detection unit 52 in step S3. The inter-vehicle distance Df, which is the inter-vehicle distance with Fv, is detected, and the vehicle speed V, which is the speed of the host vehicle 12, is detected through the vehicle speed sensor 50.

  Next, in step S4, the traveling control unit 18 refers to the characteristic (map) 200 of the following vehicle distance threshold Dfth with respect to the vehicle speed V shown in FIG. 5 and calculates the following vehicle distance threshold Dfth corresponding to the vehicle speed V. .

  Next, in step S5, the traveling control unit 18 compares the following vehicle inter-vehicle distance Df detected in step S3 with the subsequent vehicle inter-vehicle distance threshold Dfth calculated in step S4, and determines the following vehicle inter-vehicle distance. It is determined whether or not Df is smaller (shorter) than the following vehicle distance threshold Dfth (Df ≦ Dfth).

  If it is determined in step S5 that the following vehicle inter-vehicle distance Df is larger (longer) (Df> Dfth) than the following vehicle inter-vehicle distance threshold Dfth (step S5: NO), the traveling control unit 18 in step S6, Referring to the basic characteristic 100 shown in FIG. 3, the engine mechanism 30 and / or the deceleration Gd becomes the target deceleration Gdtar corresponding to the operation amount θa to the deceleration region Ad in the one direction dr1 of the accelerator pedal 40. The regenerative brake of the drive motor mechanism 32 is adjusted. Then, it returns to step S1.

  On the other hand, if it is determined in step S5 that the following vehicle inter-vehicle distance Df is smaller (short) (Df ≦ Dfth) than the following vehicle inter-vehicle distance threshold Dfth (step S5: YES), the basic characteristic 100 is determined in step S7. The regenerative brake of the engine mechanism 30 and / or the drive motor mechanism 32 is adjusted so that the target deceleration Gdtar is corrected to a smaller value of the deceleration Gd, which will be specifically described below.

  FIG. 6 shows the correction characteristic (correction map) of the target deceleration Gdtar with the vehicle speed V of the host vehicle 12 as a parameter when the inter-vehicle distance Df with the subsequent vehicle Fv is closer than the inter-vehicle distance threshold Dfth. 102 is shown. The correction characteristic 102 is stored in the storage unit 16 in advance. Note that all correction characteristics described below are stored in the storage unit 16 in advance.

  In the correction characteristic 102, the target deceleration Gdtar becomes smaller (reduction of the target deceleration Gdtar) with respect to the increase in the operation amount (θaref−θa) in one direction dr1 with respect to the basic characteristic 100 partially indicated by a two-dot chain line. (Slope is gentle). Therefore, the target maximum deceleration Gdtarmax is set to the target maximum deceleration Gdtarmax1.

  The correction characteristic 102 shown in FIG. 6 may be substituted for the correction characteristic 104 using the vehicle speed V shown in FIG. 7 as a parameter. The correction characteristic 104 is set so as to be the target maximum deceleration Gdtarmax2 with the target maximum deceleration Gdtarmax being smaller than the basic characteristic 100 but with the same reduction gradient of the target deceleration Gdtar.

  Next, in step S8, the notification control unit 20 notifies the driver that the characteristic 100 of the target deceleration Gdtar has been changed to the characteristic 102 (characteristic 104), and calls the driver the basics of the deceleration Gd. The fact that the characteristic 100 is corrected is displayed on the display 36. Detailed operation by the notification control unit 20 will be described later.

  As described above, the vehicle travel control apparatus 10 according to the first embodiment described above controls the acceleration and deceleration of the host vehicle 12 according to the operation amount θa of the accelerator pedal 40 as one operator. That is, the traveling control unit 18 operates the deceleration area Ad corresponding to the operation amount (θaref−θa) in the one direction dr1 by the accelerator pedal 40 and the operation amount (θa−θaref) in the other direction dr2 different from the one direction dr1. Is set for the operation amount θa. In the deceleration region Ad, the deceleration Gd (target deceleration Gdtar) of the host vehicle 12 increases as the operation amount (θaref−θa) in one direction dr1 increases. Control to increase.

  Then, the travel control unit 18 of the vehicle travel control apparatus 10 according to the first embodiment has the following vehicle inter-vehicle distance Df detected by the subsequent vehicle inter-vehicle distance detection unit 52 less than or equal to the subsequent vehicle inter-vehicle distance threshold Dfth. The deceleration Gd generated by the accelerator pedal 40 as an operator is corrected so as to be small.

  With the above configuration, in the host vehicle 12 in which acceleration / deceleration can be performed with the accelerator pedal 40 as one operator, when the following vehicle Fv approaches from the rear of the host vehicle 12 within the inter-following vehicle distance threshold Dfth, the driver Even if the accelerator pedal 40 is erroneously operated in the one direction dr1 that is the deceleration direction and the deceleration Gd is generated, the generated deceleration Gd is reduced, so that it is possible to suppress sudden deceleration. And the risk of a rear-end collision from the following vehicle Fv can be accurately reduced.

  Note that the target maximum deceleration Gdtarmax1 shown in FIG. 6 may be set such that Gdtar = 0, as indicated by the characteristic 105 indicated by a broken line in FIG. In this case, the characteristic 105 is such that the operation amount θa of the accelerator pedal 40 is such that the acceleration Ga rises from the operation amount θamin. In this case, a normal accelerator pedal (so-called one pedal (acceleration / deceleration) mode is released) Acceleration) mode will be set.

[First Modification of First Embodiment]
Next, the operation of the vehicle travel control apparatus 10 according to the first modification of the first embodiment will be described with reference to the characteristic diagrams of FIGS. 8 and 9.

  In the characteristic (map) 202 shown in FIG. 8, when the following inter-vehicle distance Df becomes smaller (shorter) than the following inter-vehicle distance threshold Dfth, the correction ratio Rx (referred to as the correction ratio R <b> 1 in this first modification) has a value of 1. It is set to gradually become smaller.

In the first modified example, the traveling control unit 18 performs the inter-following vehicle interval after the correction process of the deceleration Gd in step S7 in FIG. 4 or before the notification process in step S8 instead of the correction process in step S7. When the distance Df is equal to or less than the following vehicle distance threshold Dfth (step S5: YES), the deceleration Gd generated by the operation of the accelerator pedal 40 in one direction dr1 substitutes Rx = R1 in the following equation (2). As shown in the equation (3), the target deceleration Gdtar is set so as to decrease as the inter-vehicle distance Df decreases (shortens).
Gd ← Gd × Rx (2)
Gd ← Gd × R1 (3)

  With this setting, when the following vehicle-to-vehicle distance Df is smaller than the following vehicle-to-vehicle distance threshold Dfth, as the following vehicle-to-vehicle distance Df becomes smaller (shorter) as shown in the plurality of correction characteristics 106 representatively depicted in FIG. The gradient of the target deceleration Gdtar becomes gentle. As a result of setting this gentle gradient, the maximum target deceleration Gdtarmax becomes gradually smaller.

  According to the first modification of the first embodiment, when the following vehicle distance Df is equal to or less than the following vehicle distance threshold Dfth, an appropriate deceleration Gd can be set according to the following vehicle distance Df. Even when the driver decelerates with the accelerator pedal 40, sudden deceleration is suppressed and the risk of a rear-end collision from the following vehicle Fv can be reduced.

  As shown in the characteristic diagram of FIG. 10 instead of the characteristic 202 of FIG. 8, when the following vehicle-to-vehicle distance Df becomes smaller than the following vehicle-to-vehicle distance threshold Dfth, the correction ratio Rx (referred to as the correction ratio R2) reaches a value of zero. You may set like the characteristic (map) 204 which becomes small. The correction characteristic in this case is the correction characteristic 108 in FIG.

[Second Modification of First Embodiment]
Next, operation | movement of the notification control part 20 mentioned above of the traveling control apparatus 10 for vehicles which concerns on the 2nd modification of 1st Example is demonstrated.

  In this case, the travel control unit 18 sets the deceleration Gd generated by the accelerator pedal 40 to be small when the following vehicle distance Df is equal to or less than the following vehicle distance threshold Dfth in step S5. However, at this time, in step S8, the notification control unit 20 informs the driver that the occurrence of the deceleration Gd is small on the display 36, in other words, the original position of the accelerator pedal 40 ( Notifying the driver that the maximum deceleration Gdmax at the fully closed position is small, “The following vehicle is approaching, so the maximum deceleration at the original position of the accelerator pedal is small.” I have to. The display may be a display of the characteristics 100 and 102 shown in FIG.

  With this configuration, the driver can recognize that the deceleration Gd is small when the following vehicle distance Df is equal to or less than the following vehicle distance threshold Dfth, so that the driver's uncomfortable feeling can be reduced.

  The notification control unit 20 notifies the driver that the deceleration Gd is small when the following vehicle-to-vehicle distance Df is equal to or less than the following vehicle-to-vehicle distance threshold Dfth, through a sound generator such as an in-vehicle speaker (not shown). May be.

[Third Modification of First Embodiment]
Next, the operation of the vehicle travel control apparatus 10 according to the third modification of the first embodiment will be described with reference to the flowchart of FIG.

  The process of steps S11 and S12 shown in the flowchart of FIG. 11 is a process between step S5: YES of the flowchart shown in FIG. 4 and the process of step S8, and is replaced with the process of step S7 of FIG. You may perform the process of step S7 in parallel.

As described above, when the following vehicle inter-vehicle distance Df is equal to or less than the following vehicle inter-vehicle distance threshold Dfth (step S5: YES), in the third modified example, the operation speed detection unit 24 performs the operation in step S11. The operation speed Pv in the one direction dr1 of the accelerator pedal 40 is detected. The operation speed Pv is detected as a change amount per unit time of the operation amount (θaref−θa). That is, the operation speed Pv is calculated as shown in the equation (4), where Δt is a minute known time.
Pv = (θaref−θa) / Δt [deg / s] (4)

  Next, the travel control unit 18 refers to the characteristic (map) 206 of the correction ratio Rx (Rx = R3) using the operation speed Pv shown in FIG. 12 as a parameter in step S12, and the correction ratio corresponding to the operation speed Pv. R3 is calculated.

  The characteristic 206 of the correction ratio (operation speed ratio) R3 is stored in advance in the storage unit 16 with the vehicle speed V as a parameter. The characteristic 206 increases from the characteristic 202 to the characteristic 203a, the characteristic 203b, the characteristic 203c, the characteristic 203d, and the characteristic 204 as the operation speed Pv in the one direction dr1 by the accelerator pedal 40 detected by the operation speed detection unit 24 increases. The correction ratio (operation speed ratio) R3 is set to be smaller from the value 1 so that the deceleration Gd generated by the operation of the accelerator pedal 40 becomes smaller.

  That is, the correction ratio Rx in the equation (2) is set to Rx = R3 <1, and the deceleration Gd is made smaller as Gd ← Gd × R3.

  In the third embodiment, with the above configuration, it is determined that there is a possibility of sudden deceleration when the operation speed Pv in one direction (deceleration direction) dr1 of the accelerator pedal 40 is fast (large), and the deceleration Gd As compared with the case where the characteristic 202 of FIG. 8 is used, the sudden deceleration of the host vehicle 12 can be suppressed and the risk of a rear-end collision from the subsequent vehicle Fv can be reduced. In this case, as shown in FIG. 9, a characteristic 110 is adopted in which the target deceleration Gdtar is smaller as the operation speed Pv is larger.

[Second Embodiment]
Next, with reference to the flowchart of FIG. 13, operation | movement of the own vehicle 12 incorporating the vehicle travel control apparatus 10 which concerns on 2nd Example is demonstrated. In addition, in each process of the flowchart of FIG. 13, the same step number is attached | subjected to each process of the flowchart of FIG. 4, and the detailed description is abbreviate | omitted. In the following description, the execution subject of the program according to the flowchart is the travel control unit 18 of the ECU 14.

  In step S <b> 21, the traveling control unit 18 detects the depression amount θb of the brake pedal 44 through the depression amount sensor 46 of the brake pedal 44.

  Then, when the detected depression amount θb is θb = 0, that is, when the depression is not depressed (step S22: NO), the traveling control unit 18 returns to step S1.

  On the other hand, when the detected depression amount θb is θb> 0 (step S22: YES), in step S23, the traveling control unit 18 causes the friction braking force corresponding to the depression amount θb through the brake mechanism 34. Is applied to the wheel via a hydraulic device (brake operation).

  As described above, according to the second embodiment, in addition to the accelerator pedal 40, the driver has the brake pedal 44 and the brake mechanism 34 that can be decelerated by the driver. Even if the deceleration Gd generated by the accelerator pedal 40 is set to be small when the inter-vehicle distance Df is equal to or less than the following inter-vehicle distance threshold Dfth, the deceleration operation by the brake pedal 44 and the brake mechanism 34 is performed. Is allowed.

  That is, even when the following vehicle distance Df is equal to or less than the following vehicle distance threshold Dfth (step S5: YES), the front obstacle (distance between the preceding vehicles) Db with the preceding vehicle Bv is short, When the traveling vehicle Bv performs rapid braking, the host vehicle 12 needs to decelerate.

  In such a case, even if the deceleration Gd by the accelerator pedal 40 is set small, the driver can decelerate through the brake mechanism 34 by operating the brake pedal 44, which is another deceleration unit. Therefore, it is possible to reduce the risk of sudden braking and rear-end collision with the preceding vehicle Bv.

  In addition to the brake pedal 44, other deceleration units include an engine brake in the engine mechanism 30 by a paddle / shift down operation of a paddle / shift switch, or a regeneration in a drive motor mechanism 32 by operating a regeneration switch. The brake can be activated.

[Third embodiment]
FIG. 14 is a schematic block diagram of a host vehicle 12A incorporating a vehicle travel control apparatus 10A according to the third embodiment of the present invention.

  14, components corresponding to those shown in FIG. 1 are given the same reference numerals, and detailed descriptions thereof are omitted.

  The vehicle travel control apparatus 10A according to the third embodiment is further compared to the configuration of the vehicle travel control apparatus 10 according to the first and second embodiments, and further includes a front obstacle distance detection unit (a front inter-vehicle distance detection unit). ) 54 is different.

  The front obstacle distance detection unit 54 is a front vehicle Bv obtained through an output having a front vehicle Bv of a radar, a laser, or an in-vehicle camera mounted on the front surface of the host vehicle 12A, or an inter-vehicle communication device of the host vehicle 12A. The front obstacle distance Db including the inter-vehicle distance from the preceding vehicle Bv is detected from the output from the vehicle or the output from the beacon obtained from the road-to-vehicle communication device of the host vehicle 12A, and is output to the ECU 14. The forward obstacles include moving objects such as people and animals, stationary vehicles such as parked vehicles, and stationary objects such as rocks, in addition to the preceding vehicle Bv.

  The operation of the vehicle travel control apparatus 10A according to the third embodiment of the present invention, which is basically configured as described above, is described with reference to the flowchart of FIG. In addition, in each process of the flowchart of FIG. 15, the same step number is attached | subjected to each process of the flowchart of FIG.4 and FIG.13, and the detailed description is abbreviate | omitted. In the following description, the execution subject of the program according to the flowchart is the travel control unit 18 of the ECU 14.

  In step S5, when the following vehicle inter-vehicle distance Df is smaller (short) than the following vehicle inter-vehicle distance threshold Dfth (step S5: YES), in step S31, the traveling control unit 18 passes through the front obstacle distance detecting unit 54. A forward obstacle distance Db is detected.

  Next, in step S32, it is determined whether the detected forward obstacle distance Db is smaller (shorter) or not {larger (longer)} than the following inter-vehicle distance Df (Df <Dfth).

  If the forward obstacle distance Db is larger (longer) than the following inter-vehicle distance Df (step S32: NO), the characteristic 102 shown in FIG. 6, etc., in which the target deceleration Gdtar by the basic characteristic 100 is corrected in step S7, etc. Then, the regenerative brake of the engine mechanism 30 and / or the drive motor mechanism 32 is adjusted so that the deceleration Gd becomes a smaller value.

  On the other hand, when the front obstacle distance Db is smaller (shorter) than the following inter-vehicle distance Df (Df <Dfth) (step S32: YES), the process of step S7 for decreasing the deceleration Gd is prohibited (bypassed). In step S6, the basic characteristic 100 shown in FIG. 3 is referred to so that the deceleration Gd becomes the target deceleration Gdtar corresponding to the operation amount θa to the deceleration region Ad in one direction dr1 of the accelerator pedal 40. The regenerative brake of the engine mechanism 30 and / or the drive motor mechanism 32 is adjusted.

  According to the third embodiment, depending on the risk of the front obstacle including the preceding vehicle Bv and the rear succeeding vehicle Fv (risk such as which of the front obstacle distance Db and the following inter-vehicle distance Df is shorter). Since it is determined whether or not it is allowed to set the deceleration Gd by the accelerator pedal 40 to be small (step S7) or not (step S6), it is possible to reduce the risk of a rear-end collision and a rear-end collision.

[Fourth embodiment]
FIG. 16 is a schematic block diagram of a host vehicle 12B incorporating a vehicle travel control apparatus 10B according to a fourth embodiment of the present invention.

  In FIG. 16, components corresponding to those shown in FIGS. 1 and 14 are given the same reference numerals, and detailed descriptions thereof are omitted.

  The vehicle travel control apparatus 10B according to the fourth embodiment is further compared to the configuration of the vehicle travel control apparatus 10 according to the first and second embodiments, and further includes a subsequent vehicle speed detection unit 53 and a relative speed acquisition unit 22. It differs in that it has

  The relative speed acquisition unit 22 acquires the relative speed Vr between the host vehicle 12B and the following vehicle Fv.

  The relative speed Vr is Vr = Vf when the speed of the host vehicle 12B detected through the vehicle speed sensor 50 of the host vehicle 12B is the vehicle speed V, and the speed of the subsequent vehicle Fv detected through the subsequent vehicle speed detector 53 is the speed Vf. Calculated as -V.

  The speed Vf of the following vehicle Fv can be obtained directly by inter-vehicle communication with the following vehicle Fv using the following vehicle speed detecting unit 53 as a communication device, or can be obtained by road-to-vehicle communication from an infrastructure beacon.

  The rear-end collision of the subsequent vehicle Fv with respect to the host vehicle 12B occurs only when the speed Vf of the subsequent vehicle Fv is faster than the vehicle speed V of the host vehicle 12B. Therefore, in the following description, the value of the relative speed Vr is positive (Vr> The description will be made on the premise of 0).

  The operation of the vehicle travel control apparatus 10B according to the fourth embodiment of the present invention, which is basically mounted on the host vehicle 12B configured as described above, will be described with reference to the flowchart of FIG. In addition, in each process of the flowchart of FIG. 17, the same step number is attached | subjected to each process of the flowchart of FIG. 4, and the detailed description is abbreviate | omitted. In the following description, the execution subject of the program according to the flowchart is the travel control unit 18 of the ECU 14.

  The travel control unit 18 of the host vehicle 12B traveling in the state of FIG. 2 first detects the operation amount θa of the accelerator pedal 40 through the operation amount sensor 42 in step S1, and detects the operation amount detected in step S2. It is detected whether or not θa is in a deceleration region Ad (0 ≦ θa <θaref) smaller than the reference operation amount θaref. If the manipulated variable θa is not in the deceleration region Ad (step S2: NO), the process returns to step S1.

  When the operation amount θa is smaller than the reference operation amount θaref (θa <θaref) and is in the deceleration region Ad (step S2: YES), the travel control unit 18 passes the following vehicle through the following inter-vehicle distance detection unit 52 in step S3. The inter-vehicle distance Df, which is the inter-vehicle distance with Fv, is detected, and the vehicle speed V, which is the speed of the host vehicle 12B, is detected through the vehicle speed sensor 50.

  Next, the travel control unit 18 detects the deceleration Gd of the host vehicle 12B through the G sensor 48 in step S41.

  Next, in step S42, the collision margin time threshold value TTCth corresponding to the deceleration Gd is calculated with reference to the characteristic (map) 210 of the collision margin time threshold value TTCth with respect to the deceleration Gd shown in FIG.

  The characteristic 210 of the collision margin time threshold value TTCth is stored in the storage unit 16 in advance with the vehicle speed V as a parameter. The characteristic 210 is set so that the collision margin time threshold value TTCth increases as the operation amount (θaref−θa) in the one direction dr1 (see FIG. 3) by the accelerator pedal 40 increases and the deceleration Gd increases. .

  Next, in step S43, the traveling control unit 18 takes the difference between the vehicle speed Vf of the subsequent vehicle Fv detected through the subsequent vehicle speed detection unit 53 and the speed V detected by the vehicle speed sensor 50 of the host vehicle 12B, and the subsequent vehicle. Obtain (calculate) a relative velocity Vr (Vr = Vf−V) with respect to Fv. Actually, if the relative speed Vr is a negative value (Vr ≦ 0), the process returns to step S1.

Next, at step S44, the traveling control unit 18 calculates the collision margin time TTC by the following equation (5) as is well known.
TTC = Df / Vr (5)

  Next, the travel control unit 18 compares the detected collision margin time TTC with the collision margin time threshold value TTCth in step S45, and determines whether the collision margin time TTC is smaller (shorter) than the collision margin time threshold value TTCth. Whether or not (TTC ≦ TTCth) is determined.

  When it is determined in step S45 that the collision margin time TTC is larger (longer) than the collision margin time threshold TTCth (TTC> TTCth) (step S45: NO), the basic characteristics shown in FIG. 100, the regenerative braking of the engine mechanism 30 and / or the drive motor mechanism 32 is performed so that the deceleration Gd becomes the target deceleration Gdtar corresponding to the operation amount θa to the deceleration region Ad in the one direction dr1 of the accelerator pedal 40. Adjust.

  On the other hand, when it is determined in step S45 that the collision margin time TTC is shorter (shorter) than the collision margin time threshold TTCth (TTC ≦ TTCth) (step S45: YES), the traveling control unit 18 performs the above-described operation. In step S7, the target deceleration Gdtar based on the basic characteristic 100 is changed to the target deceleration Gdtar based on the characteristic 102 (FIG. 6), 104 (FIG. 7), 105 (FIG. 6), or characteristic 106 (FIG. 9) described above. The regenerative brake of the engine mechanism 30 and / or the drive motor mechanism 32 is adjusted so that the deceleration Gd with a smaller value is corrected.

  According to the fourth embodiment, in the own vehicle 12B in which acceleration / deceleration can be performed by the accelerator pedal 40 as one operator, the following vehicle Fv has a collision margin time TTC between the following vehicle Fv and the own vehicle 12B. When a driver approaches the position where the time is shorter than the time threshold value TTCth, the driver accidentally operates the accelerator pedal 40 in the deceleration direction that is one direction dr1, and the deceleration Gd is generated. Since the speed Gd is reduced, the host vehicle 12B can be prevented from suddenly decelerating, and the risk of the host vehicle 12B colliding from the succeeding vehicle Fv can be accurately reduced.

  Note that the present invention is not limited to the above-described embodiment, and it is needless to say that various configurations can be adopted based on the contents described in this specification.

DESCRIPTION OF SYMBOLS 10, 10A, 10B ... Vehicle travel control device 12, 12A, 12B ... Own vehicle 13 ... Traveling road (road surface)
DESCRIPTION OF SYMBOLS 14 ... ECU16 ... Memory | storage part 18 ... Traveling control part 20 ... Notification control part 22 ... Relative speed acquisition part 24 ... Operation speed detection part 36 ... Display 40 ... Accelerator pedal 42 ... Operation amount sensor 44 ... Brake pedal 48 ... G sensor 50 ... Vehicle speed sensor 52 ... Inter-vehicle distance detector 54 ... Front obstacle distance detector

Claims (7)

A vehicle travel control device that controls acceleration and deceleration of a host vehicle in accordance with an operation amount of a single operator,
Subsequent vehicle inter-vehicle distance detection means for detecting the inter-vehicle distance that is the inter-vehicle distance between the host vehicle and the subsequent vehicle;
Travel in which the deceleration in the deceleration region corresponding to the operation amount in one direction by the operator and the acceleration in the acceleration region corresponding to the operation amount in another direction different from the one direction are set for the operation amount. Control means, and
The travel control means includes
When the following vehicle distance detected by the following vehicle distance detection means is equal to or less than the following vehicle distance threshold, the deceleration generated by the operator is corrected so as to be reduced. Control device. The vehicle travel control apparatus according to claim 1,
The travel control means includes
When the distance between the following vehicles is equal to or less than the threshold value between the following vehicles, the vehicle traveling is set such that the deceleration generated by the operation element becomes smaller as the distance between the following vehicles becomes shorter. Control device. In the vehicle travel control device according to claim 1 or 2,
The travel control means includes
When the following vehicle-to-vehicle distance is less than or equal to the following vehicle-to-vehicle distance threshold, when the deceleration generated by the operator is set to be small, the occurrence of deceleration is small for the driver. Is notified by a notification means. The traveling control apparatus for vehicles characterized by the above-mentioned. In the vehicle travel control device according to any one of claims 1 to 3,
An operation speed detecting means for detecting an operation speed of the operation element in the one direction;
The travel control means includes
When the following inter-vehicle distance is equal to or less than the following inter-vehicle distance threshold, the decrease generated by the operating element increases as the operating speed of the operating element in the one direction detected by the operating speed detecting means increases. A vehicle travel control device, characterized in that the speed is set to be small. In the vehicle travel control device according to any one of claims 1 to 4,
In addition to the operation element, the vehicle has deceleration means that can perform a deceleration operation by the driver,
The travel control means includes
When the following inter-vehicle distance is equal to or less than the following inter-vehicle distance threshold, deceleration by the decelerating means is allowed even when the deceleration generated by the operation element is set to be small. A vehicle travel control device. In the vehicle travel control device according to any one of claims 1 to 5,
A front obstacle distance detecting means for detecting a distance between the front obstacles, which is a distance between the host vehicle and a front obstacle;
When the distance between the front obstacles detected by the front obstacle distance detection means is shorter than the distance between the following vehicles detected by the following vehicle distance detection means, the distance is generated by the operator. It is prohibited to set so that the deceleration becomes small. A vehicle travel control device that controls acceleration and deceleration of a host vehicle in accordance with an operation amount of a single operator,
Subsequent vehicle inter-vehicle distance detection means for detecting the inter-vehicle distance that is the inter-vehicle distance between the host vehicle and the subsequent vehicle;
A relative speed acquisition means for acquiring a relative speed between the host vehicle and the succeeding vehicle;
A deceleration region corresponding to the operation amount in one direction and an acceleration region corresponding to the operation amount in another direction different from the one direction are set for the operation amount, and in the deceleration region, the one direction Traveling control means for controlling the vehicle so that the deceleration of the host vehicle increases as the operation amount increases.
The travel control means includes
When the operation element is decelerated by the operation in the one direction and the collision margin time calculated from the following inter-vehicle distance and the relative speed is less than a collision margin time threshold, the operation element generates the A vehicular travel control device that corrects the deceleration to be small.

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