JP5047052B2 - Vehicle travel control device - Google Patents

Description

  The present invention relates to a vehicle travel control device.

Conventionally, there has been known a vehicle travel control device that estimates a driver's skill based on a vehicle approach speed with respect to a forward curve and a distance to the forward curve when the driver's intention to decelerate is detected. (For example, refer to Patent Document 1).
In this vehicular travel control device, it is estimated that the higher the approach speed of the vehicle to the curve, or the shorter the distance to the curve when the driver's intention to decelerate is detected, the higher the skill of the driver. It has become.
JP 2005-319849 A

  By the way, since the vehicle travel control apparatus described above estimates the driver's skill based on the vehicle approach speed to a specific curve and the distance when the intention to decelerate is detected, for example, In some cases, a low driver may be judged to be a driver with a high driving skill when, for example, the curvature radius of a curve is mistaken due to a poor prospect and the braking timing is delayed. Also, some drivers with high driving skills are trying to brake early, but those who are trying to brake early are judged to be drivers with low driving skills. It will be done. Thus, there is a possibility that the driver may feel uncomfortable due to the vehicle driving control according to the driving skill due to the difference between the determined driving skill and the actual driving skill of the driver. There is.

  The present invention has been made in view of the above circumstances, and provides a vehicular travel control device capable of performing travel control of a vehicle with less discomfort according to the driving characteristics of the driver.

In order to solve the above-described problems, the invention described in claim 1 includes a storage unit that stores road data (for example, the storage unit 21 in the embodiment) and a vehicle position detection unit that detects the position of the host vehicle. (For example, the vehicle position detection unit 22 in the embodiment), vehicle state detection means for detecting the vehicle state of the host vehicle (for example, the vehicle state detection unit 12 in the embodiment), and the storage means stored Curve recognition means for recognizing the curve shape existing in the traveling direction of the host vehicle based on the road data (for example, the road deceleration point recognition unit 23 in the embodiment), and the curve based on the curve shape recognized by the curve recognition means. The appropriate vehicle state setting means (for example, the appropriate vehicle state setting unit 13 in the embodiment) that sets an appropriate vehicle state that can pass through the vehicle properly, and the vehicle state detection means A comparison unit (for example, the comparison unit 14 in the embodiment) that compares the vehicle state that has been set and the appropriate vehicle state that is set by the appropriate vehicle state setting unit, and the vehicle state of the host vehicle in the comparison result by the comparison unit A travel control device for a vehicle, comprising operating means (for example, a safety device operating unit 15 in the embodiment) that enables a safety device provided in the host vehicle to operate when the vehicle is not in an appropriate vehicle state. Decelerating intention detecting means (for example, driver operation state detecting unit 26, accelerator operation detecting unit 28, brake operation detecting unit 29 in the embodiment), and a point where the operating unit can operate the safety device To the curve entrance of the recognition curve recognized by the curve recognition means (for example, the system working distance Lth in the embodiment) and The deviation from the distance from the point where the driver's intention to decelerate to the entrance to the curve (for example, the decelerating intention distance Ld in the embodiment) is calculated as a distance deviation (for example, the deviation ΔL in the embodiment), and the safety Driving characteristic storage means (for example, the driving characteristic storage unit 37 in the embodiment) that stores the curve shape (for example, the curve curvature R0 in the embodiment) and the distance deviation in association with each other and stores them as driving characteristics. And an operation timing changing means (for example, an operation timing changing means for changing the operation timing of the safety device based on the newly detected curve shape (for example, the curvature R1 in the embodiment) and the driving characteristic stored in the driving characteristic storage means) , and a proper vehicle state changing section 17) in the embodiment, the operation timing changing means, the driving characteristic storing hand Is calculated as a curvature deviation (for example, deviation ΔR in the embodiment), and the curvature deviation and the curve stored in the driving characteristic storage means are calculated. A travel control device for a vehicle, wherein the operation timing of the safety device is changed based on a distance deviation corresponding to the shape .

According to a second aspect of the present invention, in the first aspect of the present invention, the distance from the point where the safety device can be operated to the curve entrance to be actuated is detected from the point where the driver's intention to decelerate is detected. When the distance is longer than the distance to the entrance, the operation timing is corrected so that the safety device operates at a position closer to the curve entrance.

The invention according to claim 3 is the invention according to claim 1 or 2 , wherein the distance from the point where the safety device can be operated to the curve entrance to be operated is from the point where the driver's intention to decelerate is detected. When the distance to the curve entrance is shorter, the operation timing is corrected so that the safety device operates at a position farther from the curve entrance.

The invention described in claim 4 is the invention according to any one of claims 1 to 3, wherein the deceleration intention detecting means is configured to detect a driver's brake operation, and the safety device includes the safety device, Brake assist control means for increasing the hydraulic pressure of the brake device when it is determined by the comparison means that the vehicle state of the host vehicle is not in the proper vehicle state and the driver's brake operation is detected by the deceleration intention detection means; It is characterized by being.

  According to the first aspect of the present invention, the distance deviation between the distance from the point where the actuating means can activate the safety device to the curve entrance and the distance from the point where the driver's intention to decelerate is detected to the curve entrance. Is stored as a driving characteristic in association with the curve shape to be actuated by the safety device, for example, the driving characteristic of the driver according to the curve shape can be learned for each curve. Based on the driving characteristics, it is possible to appropriately change the operation timing of the safety device with respect to the newly detected curve. Therefore, there is an effect that the safety device can be prevented from operating at a timing not required by the driver, and the vehicle can be controlled without feeling uncomfortable.

Further , by calculating the deviation between the curve shape stored in association with the driving characteristic in the driving characteristic storage means and the newly detected curve shape as the curvature deviation, the driving stored in the driving characteristic storage means Since the distance deviation corresponding to the newly detected curve shape can be calculated based on the characteristics, even if the curve has a curve shape that is not stored in the driving characteristic storage means, the operation timing of the safety device Can be changed appropriately.

According to the invention described in claim 2 , in addition to the effect of claim 1, the distance from the point where the safety device can be operated to the curve entrance to be actuated is from the point where the intention to decelerate is detected to the curve entrance. Because it is possible to correct the operation timing of the safety device to the operation timing according to the tendency of the detection timing of the intention to decelerate, for example, when the driver tends to perform slow braking longer than the distance The merchantability can be improved.

According to the invention described in claim 3 , in addition to the effect of claim 1 or 2 , the distance from the point where the safety device can be operated to the curve entrance to be actuated is from the point where the intention of deceleration is detected to the curve entrance For example, when the driver tends to perform early braking, the operation timing of the safety device can be corrected to the operation timing according to the tendency of the detection timing of the intention to decelerate. Therefore, the merchantability can be improved.

According to the invention described in claim 4 , in addition to the effect of any one of claims 1 to 3, it is determined that the vehicle state is not in an appropriate vehicle state based on the comparison result by the comparison means, and the intention to decelerate When the brake operation is detected by the detection means, the brake assist control means can increase the hydraulic pressure of the brake device. Change to an appropriate timing based on the operation tendency, for example, to prevent the driver from feeling uncomfortable during brake operation, such as increasing the hydraulic pressure of the brake device at a timing when the driver does not need brake assist Can do.

Next, a vehicle travel control apparatus according to an embodiment of the present invention will be described with reference to the drawings.
As shown in FIG. 1, the vehicle travel control apparatus 10 in this embodiment is provided in a vehicle such as an automobile, and includes, for example, a navigation information unit 11, a vehicle state detection unit 12, and an appropriate vehicle state. The setting part 13, the comparison part 14, the safety device action | operation part 15, the learning part 16, and the appropriate vehicle state change part 17 are comprised.

The navigation information unit 11 is provided in a vehicle such as an automobile, and constitutes a so-called navigation system that displays the position of the host vehicle and also displays route information to the destination. The storage unit 21 and the host vehicle position detection unit 22 And a road deceleration point recognition unit 23.
The storage unit 21 includes a road data storage unit 24, and the road data storage unit 24 stores node information and curve information related to the road as road data. The node information is, for example, coordinate point data for grasping the road shape, and the curve information is, for example, in addition to the start point and end point of a curve set on a link (that is, a line connecting each node). And information relating to the curvature of the curve (for example, the curvature and radius R and polarity of the curve) and information relating to the depth of the curve (for example, the turning angle θ required for passing the curve, the length of the curve, etc.) ing.

  The own vehicle position detection unit 22 corrects an error of a GPS (Global Positioning System) signal for measuring the position of the vehicle using an artificial satellite, for example, or an appropriate base station, for example, and performs positioning. The current position of the host vehicle is calculated by a calculation process of autonomous navigation based on a positioning signal such as a D (Differential) GPS signal for improving accuracy and a detection signal output from a vehicle state detection unit 12 described later. Furthermore, the own vehicle position detection unit 22 performs map matching based on the calculated current position of the own vehicle and the road data acquired from the storage unit 21, and corrects the result of position estimation by autonomous navigation. And the own vehicle position detection part 22 outputs the positional information on the own vehicle to the learning part 16 mentioned later.

  The road deceleration point recognizing unit 23 acquires the road data stored in the road data storage unit 24, and exists on a road within a predetermined range forward of the traveling direction from the current position of the host vehicle based on the road data. Recognize curves (recognition curves). Further, the road deceleration point recognizing unit 23 is configured to include a bent portion shape detecting unit 25, and the bent portion shape detecting unit 25 automatically detects the vehicle based on the curve information included in the road data acquired from the road data storage unit 24. Appropriate by detecting the start point of the recognition curve (curve entrance) and curve shape (for example, curve radius R, curvature, turning angle θ, curve length, curve depth, etc.) recognized in the forward direction of the vehicle Output to the vehicle state setting unit 13 and the appropriate vehicle state changing unit 17.

  The vehicle state detection unit 12 includes a vehicle speed detection unit 27 that includes a vehicle speed sensor and a wheel speed sensor that detect the current speed of the host vehicle, an accelerator operation detection unit 28 that includes an accelerator pedal sensor that detects an accelerator operation, and a brake. Based on the detection signals of the brake operation detection unit 29 including a brake pedal sensor for detecting the operation and the vehicle speed detection unit 27, the accelerator operation detection unit 28, and the brake operation detection unit 29, the driver operation state is mainly selected. The driver operation state detection unit 26 that detects the presence or absence of a deceleration operation by the driver, and other illustrations are omitted, but the yaw angle (the rotation angle of the vehicle center of gravity about the vertical axis) and the yaw rate (the rotation of the vehicle center of gravity about the vertical axis) Yaw rate sensor that detects angular velocity), steering angle (direction and magnitude of steering angle input by the driver) and steering angle A steering angle sensor for detecting a response was actual steering angle (turning angle), it is configured with a steering torque sensor for detecting steering torque, and outputs a detection signal to the comparator 14 and the safety device operation unit 15.

The appropriate vehicle state setting unit 13 includes an appropriate vehicle speed setting unit 30, an appropriate vehicle lateral acceleration setting unit 31, and an appropriate curve distance setting unit 32.
The appropriate vehicle speed setting unit 30 calculates a vehicle speed (appropriate passing speed) at which the host vehicle can properly pass the recognition curve based on the appropriate lateral acceleration calculated by the appropriate vehicle lateral acceleration setting unit 31, and compares the vehicle. 14 to output.
The appropriate vehicle lateral acceleration setting unit 31 is based on the curve shape of the recognition curve recognized by the bent portion shape detection unit 25, and is allowed when the host vehicle passes the recognition curve properly (appropriate lateral acceleration). Is calculated.

  The appropriate curve distance setting unit 32 is a distance Lth (appropriate curve distance; hereinafter, simply referred to as a system operating distance Lth) required to decelerate from the current speed of the host vehicle to an appropriate passing speed for properly passing the recognition curve. While calculating and outputting to the appropriate vehicle state changing unit 17, the system operating correction distance Lth ′, which is a correction value of the system operating distance Lth, is obtained based on the correction distance Lc output from the appropriate vehicle state changing unit 17. The system operation correction distance Lth ′ is output to the comparison unit 14.

  The comparison unit 14 detects the current vehicle state of the host vehicle detected by the vehicle state detection unit 12 (for example, the current speed of the host vehicle amount, the lateral acceleration, etc.) and the appropriate vehicle state set by the appropriate vehicle state setting unit 13 ( For example, it is determined whether or not the current vehicle state is an appropriate vehicle state by comparing with an appropriate passing speed, an appropriate lateral acceleration, and the like. And the comparison part 14 outputs an operation signal with respect to the safety device action | operation part 15, when it determines with a vehicle state not being appropriate.

  The comparison unit 14 further compares the distance from the vehicle position to the curve entrance based on the vehicle position information of the vehicle position detection unit 22 and the system operation correction distance Lth ′ set by the appropriate curve distance setting unit 32, It is determined whether or not the distance from the vehicle position to the curve entrance is equal to or less than the system operation correction distance Lth ′. When the comparison unit 14 determines that the distance from the vehicle position to the curve entrance is equal to or less than the system operation correction distance Lth ′, the comparison unit 14 outputs an operation signal to the safety device operation unit 15. That is, the end of the system operation correction distance Lth ′ located on the opposite side of the curve entrance is a point at which the safety device can be operated, and the timing at which the host vehicle reaches this point is the operation at which the safety device can be operated. It's time.

The safety device operating unit 15 includes an alarm unit 33 and a brake control unit 34 which are safety devices.
The alarm unit 33 includes an alarm buzzer and an alarm display device that alert the driver, and when an operation signal is input from the comparison unit 14, the alarm buzzer and the alarm display device start operating control. Call attention to the driver.
The brake control unit 34 performs drive control of a brake actuator that can increase or decrease the hydraulic pressure of the brake device. When the brake operation detection unit 29 detects a brake operation of the driver after the operation signal is input from the comparison unit 14, the brake control unit 34 activates the brake actuator to increase the hydraulic pressure of the brake device. Brake assist (deceleration support) is performed. That is, the brake control unit 34 has a function as brake assist control means for increasing the hydraulic pressure of the brake device.

  The learning unit 16 includes a deceleration timing detection unit 35. When a deceleration operation is detected by the vehicle state detection unit 12, the deceleration timing detection unit 35 is based on the position information of the vehicle position detection unit 22 and is a distance Ld from the vehicle position to the curve entrance (hereinafter simply referred to as a deceleration intention). The distance Ld) is detected as distance information related to the deceleration timing, and a detection signal of the deceleration intention distance Ld is output to the appropriate vehicle state changing unit 17.

The appropriate vehicle state changing unit 17 includes an appropriate curve distance correcting unit 36 and a driving characteristic storage unit 37.
The appropriate curve distance correction unit 36 uses the deceleration intention distance Ld detected by the learning unit 16, the system working distance Lth set by the appropriate vehicle state setting unit 13, and the driving characteristics stored in the driving characteristic storage unit 37. Based on this, a correction distance Lc for correcting the system working distance Lth is calculated, and this correction distance Lc is output to the appropriate vehicle state setting unit 13. A method for calculating the correction distance Lc will be described later.

  The driving characteristic storage unit 37 detects the deceleration timing in the curve shape (for example, the curvature R0 in FIGS. 5 and 6 and the curvature R1 in FIG. 7) detected by the bent portion shape detection unit 25 and the recognition curve having this curve shape. The deceleration intention distance Ld detected by the unit 35 is associated with each other and stored for each curve as the driving characteristics of the driver.

Next, the operation of the vehicle travel control apparatus 10 in this embodiment, particularly the driver characteristic estimation process for estimating the driver characteristic stored in the driving characteristic storage unit 37 will be described with reference to the flowchart of FIG.
First, in step S01, the vehicle deceleration position recognition unit 23 reads the vehicle position detected by the vehicle position detection unit 22.
In step S02, the road deceleration point recognition unit 23 reads road data ahead of the vehicle position stored in the road data storage unit 24.

  In step S03, the road deceleration point recognizing unit 23 determines whether or not there is a curve ahead of the vehicle position based on the vehicle position and the road data ahead. If the determination result in step S03 is “YES” (with a curve), the process proceeds to step S04, and if “NO” (without a curve), the execution of this routine is temporarily terminated.

  In step S04, the appropriate curve distance setting unit 32 detects the vehicle front curve shape (front curve shape) detected by the bent portion shape detection unit 25, and the current host vehicle speed detected by the vehicle state detection unit 12. Based on the above, the system operating distance Lth from the curve entrance to the system operating point where the brake assist is permitted (for example, the system operating point in FIG. 5) is calculated. Here, the system working distance Lth is calculated, for example, by calculating an appropriate passing speed corresponding to the curve shape in front of the vehicle, and further calculating a necessary deceleration from the appropriate passing speed and the current host vehicle speed. It is calculated as the deceleration distance of the vehicle that is required until the required deceleration is reached.

  In step S05, the driver operation state detector 26 determines whether there is an accelerator pedal OFF operation or a brake pedal ON operation based on the detection results of the accelerator operation detector 28 and the brake operation detector 29. The driver operation state detection unit 26 determines that a deceleration operation by the driver has been performed when there is an accelerator OFF operation or a brake ON operation. If the determination result in step S05 is “YES” (the accelerator is turned off or the brake is turned on), the process proceeds to step S06, and “NO” (the accelerator is turned off or the brake is not turned on). In this case, the execution of this routine is temporarily terminated.

In step S06, a deceleration intention distance Ld from the point where the accelerator pedal is turned OFF or the brake pedal is turned ON to the curve entrance in front of the vehicle is calculated (see FIG. 5).
In step S07, a deviation ΔL between the deceleration intention distance Ld obtained in step S06 and the system working distance Lth obtained in step S04 is calculated.

In step S08, the driving is performed by associating the deviation ΔL obtained in step S07 with the curvature of the recognition curve detected by the bent portion shape detection unit 25 of the road deceleration point recognition unit 23 (for example, the curvature R0 in FIG. 5). The data is stored in the characteristic storage unit 37 and the execution of this routine is temporarily terminated.
FIG. 5 shows a case where the accelerator OFF operation or the brake ON operation is detected farther than the system operation point relative to the curve entrance, and the deceleration operation is performed relatively early. As shown in FIG. 2, even when an accelerator OFF or brake ON operation is detected at a position closer to the curve entrance than the system operating point, the driving characteristics of the driver can be estimated by the above-described control process of FIG.

Next, timing correction amount calculation processing for calculating the correction distance Lc by the appropriate vehicle state changing unit 17 will be described with reference to the flowchart of FIG.
First, in step S10, the absolute value | ΔR | of the deviation between the curvature R0 stored in the driving characteristic storage unit 37 and the curvature R1 of the newly detected front recognition curve (hereinafter simply referred to as deviation ΔR). ) Is calculated.

In step S11, a correction distance change amount Lco is calculated based on a map of deviation ΔL and deviation ΔR.
In step S12, the change amount Lco is corrected based on the map of the effective curvature coefficient Kr, the final correction distance Lc is calculated, and this series of processes is terminated. And it returns to the main routine of the system operation | movement judgment process mentioned later. This correction distance Lc is calculated by the equation Lc = Lco × Kr.

Here, the map used when calculating the change amount Lco in step S11 will be specifically described with reference to FIGS.
The map of FIG. 8 is a map in which the vertical axis is the deviation ΔL and the horizontal axis is the deviation ΔR (absolute value of the curve curvature deviation | ΔR |), and the deviation ΔL = 0 is located at the middle position of the vertical axis. The upper side of ΔL = 0 is positive, and the lower side is negative. In FIG. 8, change amounts Lco = 15 m, 10 m, 5 m, −15 m, −10 m, and −5 m (shown by broken lines in FIG. 8) are shown as an example, but these change amounts Lco have a deviation ΔL. In the positive region, the straight line goes up to the right, while in the negative region, the straight line goes down to the right. For example, when the deviation ΔR is constant, as indicated by an arrow in FIG. 8, the absolute value of the change amount Lco increases as the deviation ΔL increases. That is, the change amount Lco increases as the deviation ΔL increases, while the change amount Lco decreases as the deviation ΔL decreases. When the deviation ΔL is constant, the absolute value of the change amount Lco decreases as the deviation ΔR increases.

  The map of FIG. 9 is a map in which the vertical axis represents the effective curvature coefficient Kr, and the horizontal axis represents the deviation ΔR (absolute value of curve curvature deviation | ΔR |). As shown in this map, the effective curvature coefficient Kr is “1” until the deviation ΔR increases from “0” and exceeds the predetermined first threshold value r1, and gradually increases when the deviation ΔR exceeds the predetermined first threshold value r1. When the effective curvature coefficient Kr decreases and exceeds a predetermined second threshold value r2, the effective curvature coefficient Kr becomes “0” and becomes constant.

  Since the effective curvature coefficient Kr is added to the change amount Lco when calculating the correction distance Lc, when the effective curvature coefficient Kr becomes “0”, the correction distance Lc also becomes “0”, and the appropriate vehicle state setting unit The system working distance Lth set in 13 is not substantially corrected, and the value of the system working distance Lth is used as it is. That is, it can be said that the curve curvature deviation absolute value | ΔR | from “0” to the predetermined second threshold value r2 is an effective curvature deviation in which the system working distance Lth is corrected based on the correction distance Lc.

  In short, the fact that the deviation ΔR is large means that the deviation between the curvature R0 stored in the driving characteristic storage unit 37 and the curvature R1 of the newly detected forward recognition curve is large, and a true correction corresponding to the curvature R1. The error of the correction distance Lc obtained based on the deviation ΔR becomes larger than the distance Lc, and as a result, there is a possibility that the characteristic may be different from the actual driving characteristic of the driver. Therefore, the correction distance Lc is weighted by the effective curvature coefficient Kr, and when the deviation ΔR exceeds the first threshold value r1, the weight of the correction distance Lc is gradually reduced, and when the second threshold value r2 is reached, the correction itself by the correction distance Lc is performed. It comes to stop completely.

  Next, the system operation determination process of the travel control device 10 in this embodiment will be described with reference to FIG. This system operation determination process shows a case where the brake assist operation permission determination is performed mainly based on the distance from the vehicle position to the curve entrance.

First, in step S20, the vehicle deceleration position recognition unit 23 reads the vehicle position detected by the vehicle position detection unit 22.
In step S21, the road deceleration point recognition unit 23 reads road data ahead of the vehicle position stored in the road data storage unit 24.

  In step S22, the road deceleration point recognizing unit 23 determines whether there is a curve ahead of the host vehicle position based on the host vehicle position and the road data ahead. If the determination result in step S22 is “YES” (with a curve), the process proceeds to step S23. If “NO” (without a curve), the execution of this routine is temporarily terminated.

In step S <b> 23, the appropriate vehicle speed setting unit 30 calculates an appropriate passing speed when passing through the front recognition curve based on the detection result of the bent portion shape detecting unit 25.
In step S24, the above-described timing correction amount calculation process of FIG. 3 is executed.
In step S25, the system is based on the curvature R1 of the front recognition curve detected by the bent portion shape detection unit 25 by the appropriate curve distance setting unit 32 and the current host vehicle speed detected by the vehicle speed detection unit 27. The working distance Lth is calculated.

  In step S26, the appropriate curve distance setting unit 32 adds the correction distance Lc calculated by the appropriate curve distance correction unit 36 to the system operation distance Lth (Lth + Lc) to calculate the system operation correction distance Lth ′. As a result, as shown in FIG. 7, the system operating point before correction is moved to the system operating point after correction. FIG. 7 shows a case where the system operating point is corrected in a direction far from the curve entrance as an example.

  In step S <b> 27, the comparison unit 14 determines whether or not the current own vehicle speed is larger than the appropriate passing speed set by the appropriate vehicle speed setting unit 30. If the determination result in step S27 is “YES” (own vehicle speed> appropriate passing speed), the process proceeds to step S28. If “NO” (own vehicle speed ≦ appropriate passing speed), this routine is executed. Exit once.

  In step S28, it is determined whether or not the distance from the vehicle position to the curve entrance is equal to or less than the system operation correction distance Lth ′. If the determination result in step S28 is “YES” (system operation correction distance Lth ′ or less), the process proceeds to step S29. If it is “NO” (longer than the system operation correction distance), execution of this routine is temporarily executed. finish.

  In step S <b> 29, an alarm is activated by the alarm unit 33 of the safety device operating unit 15. That is, when the distance from the host vehicle to the curve entrance is equal to or less than the system operation correction distance Lth ′, the alarm by the alarm unit 33 is started. Here, the alarm by the alarm unit 33 is stopped when a brake operation is performed by the driver, when the host vehicle reaches the entrance of the curve, or when a predetermined time elapses from the start of the alarm operation. The alarm may be forcibly canceled by a switch.

In step S30, it is determined whether or not a brake operation is detected by the brake operation detection unit 29 (there is a brake operation). If the determination result of step S30 is “YES” (with brake operation), the process proceeds to step S31. If “NO” (no brake operation), the routine is temporarily terminated.
In step S31, the brake control unit 34 is controlled to perform brake assist, and the execution of this routine is temporarily terminated.

  That is, in the system operation determination process described above, in step S28, the brake operation can be executed at the system operation point where the distance from the vehicle position to the curve entrance is the system operation correction distance Lth ′, and the subsequent brake operation is performed. As a trigger, the brake assist is executed.

  Therefore, according to the travel control device 10 of the above-described embodiment, the system operating distance Lth from the point where the safety device operating unit 15 enables the brake assist to the curve entrance and the point where the driver's deceleration operation is detected. The deviation ΔL with respect to the deceleration intention distance Ld from the vehicle to the curve entrance is stored as driving characteristics in association with the curvature R0, which is the curve shape to be actuated by the brake assist, so that each curve corresponds to the curvature R0 of this curve. Therefore, based on the learned driving characteristics, it is possible to appropriately change the operation timing of the brake assist for the newly detected recognition curve. A vehicle that prevents the hydraulic pressure of the brake system from increasing at a timing that is not needed by the driver, and that does not feel strange It is possible to perform the driving control.

  Further, the driving characteristic is calculated by calculating the deviation between the curvature R0 stored in the driving characteristic storage unit 37 in association with the deceleration intention distance Ld and the curvature R1 of the newly detected recognition curve as the deviation ΔR of the curvature. Since the correction distance Lc corresponding to the curvature R1 of the newly detected recognition curve can be calculated based on the driving characteristic stored in the storage unit 37, the curvature that is not stored in the driving characteristic storage unit 37 is recognized. Even if it is a curve, the operation timing of the brake assist can be changed appropriately.

  Further, as shown in FIG. 6, the system operating distance Lth from the system operating point at which the brake assist can be operated to the curve entrance to be operated is from the point where the driver's deceleration operation (accelerator OFF or brake ON) is detected. For example, when the driver has a tendency to perform braking relatively late, which is greater than the willingness to decelerate to the curve entrance Ld, the brake assist operation timing is set to a slower value corresponding to the driver's deceleration timing tendency. The operation timing can be corrected.

  On the other hand, as shown in FIG. 5, the system operating distance Lth from the point where the brake assist can be operated to the curve entrance to be actuated is from the point (accelerator OFF or brake ON) where the driver's deceleration operation is detected to the curve entrance. The brake assist operation timing is corrected to an earlier operation timing corresponding to the tendency of the driver's deceleration timing, for example, when the driver has a tendency to brake relatively early, which is smaller than the willingness to decelerate Ld until Therefore, it is possible to improve the merchantability.

  Further, when it is determined that the distance from the vehicle position to the curve entrance is equal to or less than the system operation correction distance Lth ′ based on the comparison result by the comparison unit 14, and the deceleration operation is detected by the driver operation state detection unit 26, Since the hydraulic pressure of the brake device can be increased by the control unit 34, the timing at which the brake assist can be activated by the deceleration operation is changed to an appropriate timing based on the tendency of the brake operation timing, which is the driving characteristic of the driver. Thus, for example, it is possible to prevent the driver from feeling uncomfortable during brake operation, such as increasing the hydraulic pressure of the brake device at a timing when the driver does not require brake assist.

In the above embodiment, the case where the system working distance Lth, which is an appropriate curve distance, is set based on the curve shape of the road and the vehicle speed has been described. However, the present invention is not limited to the curve shape and the vehicle speed. A system working distance Lth may be set in consideration of a shape such as a road angle.
Further, in the system operation determination process in the above-described embodiment, in the comparison unit 14, the own vehicle speed is greater than the appropriate passing speed, and the distance from the own vehicle position to the curve entrance is equal to or less than the system operation correction distance Lth ′. In this case, the case where the brake assist operation is permitted has been described. However, a determination for permitting the brake assist operation may be performed based on the lateral acceleration or the like in parallel with this process.

It is a block diagram which shows schematic structure of the traveling control apparatus in embodiment of this invention. It is a flowchart which shows the driver characteristic estimation process in embodiment of this invention. It is a flowchart which shows the timing correction amount calculation process in embodiment of this invention. It is a flowchart which shows the system operation | movement judgment process in embodiment of this invention. It is explanatory drawing which shows the relationship between the system operating distance Lth and the deceleration intention distance Ld in the case of reaching the system operating point after the deceleration operation in the embodiment of the present invention. It is explanatory drawing which shows the relationship between the system operating distance Lth and the deceleration intention distance Ld in case deceleration operation is performed after reaching the system operating point in embodiment of this invention. It is explanatory drawing which shows the correction | amendment from the system working distance Lth to the system working correction distance Lth 'in embodiment of this invention. FIG. 10 is a map for obtaining a change amount Lco based on a distance deviation ΔL and a curvature deviation ΔR in the embodiment of the present invention. It is a map for calculating | requiring the effective curvature coefficient Kr based on the curvature deviation (DELTA) R in embodiment of this invention.

Explanation of symbols

12 Vehicle state detection unit (vehicle state detection means)
13 Appropriate vehicle state setting unit (appropriate vehicle state setting means)
14 Comparison part (comparison means)
15 Safety device actuating part (actuating means)
17 Appropriate vehicle state changing section (operation timing changing means)
21 Storage unit (storage means)
22 Own vehicle position detector (own vehicle position detection means)
23 Road deceleration point recognition part (curve recognition means)
26 Driver operation state detector (deceleration intention detector)
28 Accelerator operation detector (deceleration intention detector)
29 Brake operation detector (deceleration intention detector)
Lth system working distance (distance to curve entrance)
Ld Deceleration intention distance (distance from the point where deceleration intention is detected to the curve entrance)
ΔL deviation (distance deviation)
R0 curve curvature (curve shape)
R1 Curve curvature (curve shape)

Claims (4)

Storage means for storing road data;
Own vehicle position detecting means for detecting the position of the own vehicle;
Vehicle state detection means for detecting the vehicle state of the host vehicle;
Curve recognition means for recognizing a curve shape existing in the traveling direction of the host vehicle based on the road data stored in the storage means;
Appropriate vehicle state setting means for setting an appropriate vehicle state capable of appropriately passing through the curve based on the curve shape recognized by the curve recognition means;
Comparison means for comparing the vehicle state detected by the vehicle state detection means with the appropriate vehicle state set by the appropriate vehicle state setting means;
A vehicular travel control device comprising: an operating unit that enables a safety device provided in the host vehicle to operate when the vehicle state of the host vehicle is not in the appropriate vehicle state in the comparison result by the comparing unit;
A deceleration intention detecting means for detecting the driver's intention to decelerate,
Deviation between the distance from the point where the actuating means enabled the safety device to the curve entrance of the recognition curve recognized by the curve recognition means and the distance from the point where the driver's intention to decelerate is detected to the curve entrance While calculating as distance deviation,
Driving characteristic storage means for associating and storing the curve shape as the operation target of the safety device and the distance deviation as driving characteristics;
Operation timing changing means for changing the operation timing of the safety device based on the newly detected curve shape and the driving characteristics stored in the driving characteristics storage means ,
The operation timing changing means is
The deviation between the curve shape stored in the driving characteristic storage means and the newly detected curve shape is calculated as a curvature deviation, and the curvature deviation and the distance corresponding to the curve shape stored in the driving characteristic storage means A travel control device for a vehicle, wherein the operation timing of the safety device is changed based on the deviation .   If the distance from the point where the safety device can be operated to the curve entrance to be activated is longer than the distance from the point where the driver's intention to decelerate is detected to the curve entrance, the position closer to the curve entrance The vehicle travel control device according to claim 1, wherein the operation timing is corrected so that the safety device operates. If the distance from the point where the safety device is operable to the curve entrance to be actuated is shorter than the distance from the point where the driver's intention to decelerate is detected to the curve entrance, a position farther from the curve entrance in vehicle control system according to claim 1 or 2, wherein the safety device and corrects the operation timing to operate. The deceleration intention detecting means is configured to be able to detect a driver's brake operation,
The safety device increases the hydraulic pressure of the brake device when it is determined by the comparing means that the vehicle state of the host vehicle is not in the appropriate vehicle state and a driver's brake operation is detected by the deceleration intention detecting means. The vehicular travel control device according to any one of claims 1 to 3 , wherein the vehicular travel control device pressurizes the brake assist control means.

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