WO2021002239A1

WO2021002239A1 - Vehicle speed control device

Info

Publication number: WO2021002239A1
Application number: PCT/JP2020/024508
Authority: WO
Inventors: 亮介清水
Original assignee: 日立オートモティブシステムズ株式会社
Priority date: 2019-07-03
Filing date: 2020-06-23
Publication date: 2021-01-07
Also published as: JPWO2021002239A1; JP7361117B2

Abstract

The present invention addresses the problem of providing a vehicle speed control device that can reliably reduce a driver's feeling of discomfort.　In the present invention, an upper limit speed notifying unit 106 notifies a driver of an upper limit speed (set vehicle speed) set by an upper limit speed setting unit 103 at a timing (immediately) when a speed limit acquiring unit 101 acquires a speed limit established for a road on which a host vehicle is traveling or a timing when the upper limit speed setting unit 103 sets the upper limit speed to be applied to the host vehicle in accordance with the speed limit. Further, a speed control unit 105 applies the upper limit speed (as an update) to the control of a traveling speed of the host vehicle at a timing delayed from the timing at which the upper limit speed notifying unit 106 notified the driver of the upper limit speed (set vehicle speed).

Description

Vehicle speed control device

The present invention relates to a vehicle speed control device, and relates to a vehicle speed control device that automatically acquires a speed limit specified on a road and controls the vehicle speed so as not to exceed the speed limit.

In order to prevent the running speed of the own vehicle from exceeding the speed limit specified on the road during the driving operation of the vehicle, the driver inputs the speed limit with a device such as a switch attached to the steering wheel to drive the vehicle. A technique relating to a speed control device for a vehicle for controlling a vehicle is known (see, for example, Patent Document 1 below).

In addition, for the speed control device for vehicles mentioned above, the speed limit specified for the road on which the vehicle is traveling is acquired by a camera, a car navigation system, or communication, and the driver depresses the accelerator pedal so that the speed limit is exceeded. There is known a technique for suppressing the deviation of the speed limit by limiting the driving force of the vehicle even if the above is performed (see, for example, Patent Document 2 below).

In addition, when the speed limit specified on the road decreases and the driver's lane change timing matches, the lane change starts during the lane change in order to prevent the vehicle from decelerating against the driver's intention. There is known a technique for reducing the discomfort given to the driver by limiting the driving force of the vehicle based on the previous speed limit (see, for example, Patent Document 3 below).

JP-A-2009-36163 Japanese Unexamined Patent Publication No. 2006-168593 Japanese Unexamined Patent Publication No. 2016-222121

By the way, even when the speed limit specified for the road is acquired and the traveling speed of the vehicle is automatically controlled based on the acquired speed limit, as described in Patent Documents 2 and 3 above, the acquisition is also obtained. It is desired to notify the driver of the speed limit by voice, display, etc., and reduce the driver's discomfort due to the change in the running speed of the vehicle (variation in vehicle speed) caused by the change in the speed limit.

However, Patent Documents 2 and 3 above do not propose any method for notifying such a speed limit driver.

When applying the above-mentioned technology, simply matching the timing of recognizing the speed indicator (that is, the timing of acquiring the speed limit) and the timing of notifying the driver of the current speed limit is sufficient to speed limit during normal driving. The timing at which the result of notifying the speed limit is reflected in the speed change of the own vehicle is almost the same as the timing at which the speed limit is notified, while the result of notifying the speed limit is reflected in the speed change of the own vehicle during the lane change operation, for example. The timing shifts from the timing of notifying the speed limit, giving the driver a sense of discomfort. Also, if the timing of notifying the driver of the current speed limit and the timing of the speed change of the own vehicle are matched, for example, the timing of recognizing the speed sign during the lane change operation (that is, the timing of acquiring the speed limit) There is a problem that the timing of notifying the driver of the current speed limit does not match, and the driver misses the speed indicator or the like.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a speed control device for a vehicle that can surely reduce discomfort to a driver.

In order to solve the above problems, the vehicle speed control device of the present invention responds to a speed limit acquisition unit that acquires a speed limit specified for the road on which the own vehicle travels, and a speed limit acquisition unit that acquires the speed limit from the speed limit acquisition unit. An upper limit speed setting unit that sets the upper limit speed of the own vehicle, a speed control unit that controls the traveling speed of the own vehicle so as to be equal to or lower than the upper limit speed obtained from the upper limit speed setting unit, and the upper limit speed. The speed control unit includes an upper limit speed notification unit for notifying the driver of the upper limit speed set by the setting unit, and the speed control unit notifies the driver of the upper limit speed by the upper limit speed notification unit. It is characterized in that the upper limit speed is applied to the control of the traveling speed of the own vehicle at a timing delayed from the above.

That is, the vehicle speed control device of the present invention acquires the speed limit defined on the road on which the own vehicle travels by a camera, a car navigation system, or the like, and switches the driver according to the speed limit (or the speed limit). By automatically setting the upper limit speed of the own vehicle as the upper limit speed set through operations, etc., the driving force of the vehicle is limited even if the driver depresses the accelerator pedal so as to exceed the speed limit. It has a function (speed limiter function), and while matching the timing when the speed limit of the road changes (that is, the timing when the speed limit is acquired) and the timing when the current speed limit (specifically, the upper limit speed) is notified to the driver. , The change of the upper limit speed is applied to the speed control at the timing delayed from the notification of the speed limit (specifically, the upper limit speed) not only when the lane change operation is performed. Further, for example, the upper limit speed change during the lane change operation is suppressed, and the upper limit speed change is applied to the speed control after the lane change operation is completed.

As a result, according to the present invention, the speed limit is automatically set as the upper limit speed of the own vehicle, so that the occurrence of traveling exceeding the speed limit due to oversight or misunderstanding is suppressed without troublesome operation by the driver. At the same time, for example, when changing lanes, it is possible to suppress unintended speed fluctuations by the driver. At this time, there is a time (delay time) from the change of the upper limit speed to the change of the own vehicle speed regardless of the presence or absence of the lane change, so that the change of the own vehicle speed from the change of the upper limit speed when the lane is changed etc. Even if there is a time lag before, the discomfort to the driver is reduced.

Issues, configurations and effects other than those described above will be clarified by the explanation of the following embodiments.

FIG. 3 is a block diagram showing a system configuration of a vehicle including the vehicle speed control device of the first embodiment. Configuration diagram of a stereo camera. A bird's-eye view showing the positions of your vehicle and traffic signs. The figure which shows the image which image | photographed the traffic sign with a camera. The functional block diagram of the vehicle control device of Example 1. FIG. The flowchart of the control process of the speed control device for a vehicle of Example 1. Flow chart of sign information acquisition process. Flow chart of control state determination process. The figure which shows the switch attached to the steering wheel. Flowchart of set vehicle speed update process. Flowchart of operation state estimation processing. Flowchart of lane change start judgment processing. Flowchart of lane change end judgment processing. Flowchart of lane stability judgment processing. A bird's-eye view showing the own vehicle and the vehicle lane markings. Flowchart of allowable acceleration calculation processing. A bird's-eye view showing an example of a driving scene.

<Example 1> Hereinafter, a vehicle speed control device according to an embodiment of the present invention will be described with reference to the drawings.

The vehicle speed control device of this embodiment is mounted on a vehicle (hereinafter, may be referred to as a own vehicle or a own vehicle), and the vehicle is constructed according to a block diagram as shown in FIG.

The vehicle speed control device 100 of the illustrated embodiment is connected to a stereo camera 200 that images the surroundings of the vehicle, and the content of a traffic sign (hereinafter, may be referred to as a road sign or simply a sign) measured by the stereo camera 200. And the position is transmitted by communication to the vehicle speed control device 100. Further, the vehicle speed control device 100 is connected to the wheel speed sensor 300 attached to the wheel, the rotation speed of the tire 900 is measured by the wheel speed sensor 300, and the speed of the own vehicle converted from the measured rotation speed is calculated. It is transmitted to the vehicle speed control device 100. In addition, the speed control device 100 for vehicles is connected to a speed limiter control switch (hereinafter, may be simply referred to as a switch) 700, and the switch operation information of the driver is transmitted to the speed control device 100 for vehicles, so that the vehicle is used. The speed control device 100 determines the speed limiter control start / release of the driver and the set speed instructed by the driver (see also FIG. 9). With this configuration, the vehicle speed control device 100 calculates the control amount by obtaining the status of the traffic sign applied to the road currently traveling, the own vehicle speed, and the speed control intention of the driver.

The vehicle speed control device 100 calculates the control amount of the engine 510 based on the calculated control amount, and determines the notification method to the driver.

The control amount of the engine 510 is transmitted by communication to the engine control unit 500 connected to the vehicle speed control device 100, and the engine control unit 500 uses the information obtained from the accelerator pedal opening sensor 550 and the vehicle speed control device 100. The engine 510 is operated based on the control amount of the engine 510 obtained from. The acceleration force generated by the engine 510 is boosted through the torque converter 520, transmission 530, and final gear 540 and transmitted to the tire 900 to control the acceleration of the vehicle.

Further, the notification method to the driver determined by the vehicle speed control device 100 is transmitted by communication to the meter control unit 600 connected to the vehicle speed control device 100, so that the buzzer 620 by the meter control unit 600 is used. It gives a warning by voice and a control status notification to the driver by display using the display device 610.

Then, the above-mentioned connection is performed using, for example, CAN (Car Area Network).

Next, the function of each block shown in FIG. 1 will be described in detail.

The configuration of the stereo camera 200 is shown in FIG. The stereo camera 200 has a CCD camera (right) 210 and a CCD camera (left) 220, and any or all of the images obtained by the CCD camera (right) 210 and the CCD camera (left) 220 are sent to the image processing unit 230. Entered. The image processing unit 230 detects a traffic sign from the input image. The image processing unit 230 estimates the relative position of the own vehicle and the traffic sign by determining where the detected traffic sign is in the image and what the size of the traffic sign is. To do. In addition, the image processing unit 230 determines what kind of traffic sign the detected traffic sign is. After that, the information on the relative position of the own vehicle and the traffic sign and the type of the traffic sign (in other words, the content of the traffic sign) is used as the traffic sign information for the vehicle through the communication processing unit 250 via the CAN bus of the vehicle. It is transmitted to the speed control device 100.

The principle of measuring the relative position of the own vehicle and the traffic sign will be described with reference to FIGS. 3 and 4. FIG. 3 is a bird's-eye view of the own vehicle V1 traveling under the condition that there are two traffic signs in the vicinity and two in the distance. FIG. 4 shows an image taken by using the CCD camera (right) 210 under the same situation as shown in FIG. 3 and an image taken by continuing running as it is.

The image shows a nearby traffic sign 1110 and a distant traffic sign 1120, but as the traffic sign approaches, the size in the image increases and the position moves closer to the outside of the screen. .. Using this mechanism, it is possible to estimate the relative position of the own vehicle and the traffic sign from the ratio of the image of the traffic sign becoming larger while driving and the change in the position of the traffic sign in the image. .. In addition, the distance to the traffic sign can be obtained by obtaining the parallax for the traffic sign from the two images captured by the CCD camera (right) 210 and the CCD camera (left) 220. it can.

The engine control unit 500 was calculated from the control amount transmitted from the vehicle speed control device 100, specifically, the allowable acceleration (described later), and the accelerator pedal opening by the driver obtained from the accelerator pedal opening sensor 550. The acceleration of the own vehicle is controlled by comparing the accelerations of the vehicle requested by the driver, selecting the smaller acceleration as the acceleration for engine control, and controlling the output of the engine 510. By controlling the engine 510, the acceleration of the vehicle is controlled as desired by generating a driving force for the tire 900 through the torque converter 520, the transmission 530, and the final gear 540. At this time, the engine control unit 500 has a function of adjusting the engine torque generated with respect to the acceleration for engine control in consideration of the weight of the own vehicle, the tire dynamic radius, the torque converter 520, and the state of the transmission 530, and the engine 510. Controls the engine throttle opening and injection amount. Further, the engine control unit 500 also controls the gear ratio of the transmission 530 as needed so that the desired acceleration can be obtained.

[Functional block configuration of the vehicle speed control device 100] Next, the functional blocks constituting the vehicle speed control device 100 will be described with reference to FIG. The vehicle speed control device 100 is configured as a microcomputer (also called a microcomputer) having a CPU, ROM, RAM, etc. inside, and the CPU executes various programs stored in the ROM, and the CPU is executed. The information generated by this is temporarily stored in the RAM. Here, the speed control device 100 for a vehicle realizes speed limiter control that automatically acquires a speed limit specified on the road on which the vehicle travels and controls the speed of the vehicle so as not to exceed the speed limit. It performs each calculation related to the traveling control of the vehicle.

As shown in FIG. 5, the vehicle speed control device 100 of this embodiment has a speed limit acquisition unit 101, a driver operation acquisition unit 102, an upper limit speed setting unit 103, a lane change estimation unit 104, a speed control unit 105, and an upper limit speed. It is composed of a notification unit 106.

Here, the speed limit acquisition unit 101 is realized by the sign information acquisition process P110 described later, and is defined on the road on which the own vehicle travels based on the traffic sign information obtained from the stereo camera 200, and is applied to the own vehicle. It has a function to acquire the speed.

Here, the driver operation acquisition unit 102 is realized by the switch operation information acquisition process P115 described later, acquires switch operation information from the speed limiter control switch 700, and is based on the switch operation information obtained from the speed limiter control switch 700. It has a function of acquiring a request for enabling or disabling the speed limiter function and a request for changing the speed limit applied to the own vehicle by a switch operation (driver operation) of the driver.

The upper limit speed setting unit 103 is realized by the control state determination process P120 and the set vehicle speed update process P130, which will be described later, and obtains the speed limit obtained from the speed limit acquisition unit 101 and the driver request obtained from the driver operation acquisition unit 102. It has a function of determining the speed limit applied to the own vehicle as the upper limit speed (hereinafter, may be referred to as a set vehicle speed).

The lane change estimation unit 104 is realized by the driving state estimation process P140 described later, and has a function of estimating and determining the start and end of the lane change operation of the own vehicle as the lane change state.

The speed control unit 105 is realized by the allowable acceleration calculation process P150 and the allowable acceleration transmission process P160 described later, and is based on the upper limit speed obtained by the upper limit speed setting unit 103 and the lane change state obtained from the lane change estimation unit 104. It has a function of setting an allowable acceleration and controlling the speed of the own vehicle (specifically, controlling the speed to be equal to or lower than the upper limit speed obtained from the upper limit speed setting unit 103). Among the functions of the speed control unit 105, there is a function to prevent the change of the speed limit from being immediately reflected in the allowable acceleration and a function to control the speed of the own vehicle by transmitting the allowable acceleration to the engine control unit 500. Included (detailed later).

The upper limit speed notification unit 106 is realized by the set vehicle speed transmission process P170 described later, has a function of notifying the driver of the upper limit speed (set vehicle speed) obtained by the upper limit speed setting unit 103, and notifies the upper limit speed to the meter control unit 600. Send. Further, the upper limit speed notification unit 106 immediately obtains the upper limit speed obtained by the upper limit speed setting unit 103 regardless of the control status of the speed control unit 105 (that is, the timing at which the speed limit acquisition unit 101 acquires the speed limit, or By notifying (at the timing when the upper limit speed is set by the upper limit speed setting unit 103), the speed control unit 105 notifies the driver of the upper limit speed before the timing when the speed of the vehicle fluctuates.

[Control processing of vehicle speed control device 100] Next, based on the information obtained from the stereo camera 200 and the speed limiter control switch 700 by the vehicle speed control device 100, the engine control unit 500 and the meter control unit 600 The flow of the process for controlling the above will be described with reference to the flowchart of FIG. The vehicle speed control device 100 controls the engine control unit 500 and the meter control unit 600 by periodically or repeatedly executing the process shown in FIG. 6, for example, every 10 [ms] cycle.

In controlling the engine control unit 500 and the meter control unit 600, the vehicle speed control device 100 first acquires traffic sign information by processing P110. In this process (sign information acquisition process) P110, information on the speed limit is extracted from the traffic sign information identified by the stereo camera 200. In the traffic sign information, there are traffic signs such as pause and overtaking prohibition in addition to the traffic sign related to the speed limit, but the traffic sign information to be referred to in the subsequent processing by masking the information other than the information related to the speed limit on process P110. By reducing the types of, the processing load can be reduced and the risk of misjudgment can be reduced. This process (sign information acquisition process) P110 is performed by the speed limit acquisition unit 101 of FIG.

Next, the switch operation information is acquired by the process P115. In this process (switch operation information acquisition process) P115, information regarding the driver's request for speed limiter control is acquired from the switch operation information obtained from the speed limiter control switch 700. This process (switch operation information acquisition process) P115 is performed by the driver operation acquisition unit 102 of FIG.

Next, in the process P120, the control state is determined according to the information such as the driver switch operation and the occurrence of a failure, and the state for determining whether the allowable acceleration calculated value of the vehicle acceleration by the speed limiting function is invalid. To determine. This process (control state determination process) P120 is performed by the upper limit speed setting unit 103 of FIG.

Next, update the set vehicle speed on processing P130. In this process (set vehicle speed update process) P130, the set vehicle speed is set based on the traffic sign information regarding the speed limit detected in the process P110, the speed and position information of the own vehicle, and the switch operation information of the driver acquired in the process P115. Update. This process (set vehicle speed update process) P130 is performed by the upper limit speed setting unit 103 of FIG.

Next, the driver's operating state is estimated by processing P140. In this process (driving state estimation process) P140, the driver's driving operation and the detection of the direction and positional relationship between the outside line of the road and the own vehicle, the position and relative speed with the surrounding vehicles by the outside world recognition sensor such as the stereo camera 200 Estimate what kind of driving the driver is doing according to the result. This process (driving state estimation process) P140 is performed by the lane change estimation unit 104 of FIG.

Next, the allowable acceleration is calculated in process P150. In this process (allowable acceleration calculation process) P150, the control state determined by the process P120, the speed limit updated by the process P130, the driving state estimation result determined by the process P140, and the own vehicle speed obtained from the wheel speed sensor 300 are used. Calculate the allowable acceleration of your vehicle, which is the maximum acceleration that can be generated. This process (allowable acceleration calculation process) P150 is realized by the speed control unit 105 of FIG.

Finally, in processing P160 and processing P170, the allowable acceleration obtained in processing P150 and the set vehicle speed obtained in processing P130 are transmitted using communication.

The permissible acceleration obtained in processing P150 is processed into information that can be communicated in processing P160, and transmitted to the engine control unit 500 through the CAN bus, which is the communication path. The vehicle is controlled by processing the set vehicle speed obtained in the process P130 into information that can be communicated by the process P170 and transmitting it to the meter control unit 600. The process (allowable acceleration transmission process) P160 is realized by the speed control unit 105 of FIG. 5, and the process (set vehicle speed transmission process) P170 is realized by the upper limit speed notification unit 106 of FIG.

Hereinafter, each of the above processes will be described in more detail.

[Sign information acquisition process P110 (speed limit acquisition unit 101)] Regarding the above-mentioned process (sign information acquisition process) P110, a specific process will be described with reference to FIG. 7.

In processing P110, the traffic sign information identified by the stereo camera 200 is received by processing P111. The traffic sign information is composed of the number of detected signs and a plurality of arranged single sign information. Further, the single sign information is composed of information on the type of the detected sign, the positional relationship with respect to the own vehicle, and the detection accuracy of the sign.

Next, in process P112, the sequence number M for controlling the sequence is set to 0, the labeling speed limit is set to an invalid value, and the selection marker effectiveness score is initialized to an invalid value.

Next, in processing P113, it is determined by using SEQ ID NO: M whether or not the number of detected signs obtained as traffic sign information has been processed, and if SEQ ID NO: M is not less than the number of detected signs (P113: false), End process P110. If the number of detected markers is 0, the determination of process P113 is determined to be false in the first execution, and process P110 ends. If the sequence number M is less than the number of detected signs in the judgment of the process P113 (P113: true), the process proceeds to the process P114, and the sign information [M], which is the Mth traffic sign information of the sequence number, is the speed limit sign. Determine if there is. At this time, in the process P114, "the type of the sign information [M] is a sign relating to the speed limit effective for the own vehicle" and "the positional relationship of the sign information [M] is valid for the own vehicle". Or, for example, the vehicle is passing 50 m before the road sign, and "is the detection accuracy of the sign information [M] sufficient to be used as a speed limit sign, for example, the detection accuracy is 80%. This is the case. ”And when“ the value calculated using the function fscore for calculating the marker effectiveness score from the indicator information [M] is higher than the selected indicator effectiveness score ”as the speed limit determination (P114). : true), proceed to process P115. If any of the conditions is not satisfied, the speed limit is not determined (P114: false), the process P115 and the process P116 are skipped, and the process proceeds to the process P117.

In processing P115, the type of speed limit indicator is acquired from the sign information [M] by using the function ftype that acquires the type of speed limit indicator, and is stored in the speed limit indicator. At this time, by limiting the information stored in the speed limit information to only the type of the sign, it is not necessary to consider the positional relationship and the detection accuracy in the subsequent processing, and the system can be simplified.

Next, the process proceeds to P116, and the tag effectiveness score is obtained by using the function fscore that calculates the marker effectiveness score for the indicator information [M] stored in the process P115, and the selected indicator effectiveness score is used. Store.

Next, in order to proceed to the process P117 and switch the sequence number of the indicator information to be confirmed, the sequence number M is incremented, the process returns to the process P113, the above-mentioned process is repeated, and all the single labels stored in the indicator information are displayed. Obtain the required speed limit information from the information. By doing so, it is possible to reduce the processing load and the risk of erroneous judgment by masking information other than the information related to the speed limit and reducing the types of indicator information referred to in the subsequent processing.

Also, the function fscore used in process P116 and process P114 is calculated from the type of indicator. A score is determined in advance for each type of sign, and a score for a matching sign is set. For example, a high value is set for a high speed sign score, and 100 km / h is adopted when 100 km / h and 80 km / h signs are acquired at the same time. If 100km / h and 80km / h signs can be obtained at the same time, 100km / h may be applied to vehicles excluding large vehicles and towing vehicles, and 80km / h may be applied to large vehicles and towing vehicles. When the vehicle to which this score setting is applied is different from a large vehicle or a towing vehicle such as a passenger car, it is possible to select an appropriate speed limit for the own vehicle by preferentially adopting a high speed sign. If your vehicle is a large vehicle, you want to use 80km / h, so you can select an appropriate speed limit for your vehicle by setting a higher score for lower speeds. Further, if an auxiliary sign indicating that the vehicle is intended for a large vehicle or a towing vehicle can be detected, the score may be changed in consideration of the information of the auxiliary sign and the type of the own vehicle. A method may be adopted in which the traveling lane of the own vehicle is detected and the score is added or subtracted in consideration of the type and order of the speed signs.

[Switch operation information acquisition process P115 (driver operation acquisition unit 102)] Next, the process (switch operation information acquisition process) P115 will be described.

In this process P115, as described above, the switch operation information is acquired from the speed limiter control switch 700, the request for enabling or disabling the speed limiter function based on the acquired switch operation information, and the own vehicle. Gets information about the driver's requirements for speed limiter control, including requests to change the speed limit applied to.

[Control state determination process P120 (upper limit speed setting unit 103)] Next, the process (control state determination process) P120 will be described in detail with reference to FIG.

The vehicle speed control device 100 has three control states, "failure", "prohibition", and "permission". First, process P121 determines a device failure. This condition takes precedence over all conditions, and when a failure is detected (P121: true), the process proceeds to process P122, and the control state is set as a failure. If no failure is detected in process P121 (P121: false), the process proceeds to process P123.

In the process P123, it is determined whether the failure has recovered, and if the recovery of the failure is detected (P123: true), the process proceeds to the process P124 and the control state is prohibited. If it is not a failure recovery (P123: false), the process proceeds to P125, and the switch operation of the speed limit function (speed limiter control switch 700 in this example) by the driver is detected. Regarding switch operation, there are an alternate switch method and a toggle switch method. The method described in the example of FIG. 8 is an example of the method of the alternate switch, and the driver presses the switch SW1 of the speed limiter control switch 700 attached to the steering wheel as shown in FIG. The moment when the vehicle is separated from the speed limit function switch operation is detected (P125: true), and the process proceeds to P126. The switch operation is not limited to this method, such as when the timing at which the switch SW1 is pressed is used as the speed limit function switch operation detection, or when the toggle switch method is used. If the switch operation is not detected (P125: false), the process P120 is terminated while maintaining the control state.

In process P126, it is determined whether the control state before the update was prohibited, and if the control state is prohibited (P126: true), the process proceeds to process P127, the control state is switched to allow, and the control state is not prohibited. In that case, that is, when the control state is the permitted state (P126: false), the process proceeds to the process P128, and the control state is switched to the prohibited state.

[Set vehicle speed update process P130 (upper limit speed setting unit 103)] Next, the process performed in the process (set vehicle speed update process) P130 will be described in detail with reference to FIG.

In process P130, first process P131 confirms the control status determined by process P120. If the control state is permitted (P131: true), the process proceeds to P132 as established. If the control state is not permitted (P131: false), the set vehicle speed is not updated and the process proceeds to P139a.

Next, the notification time is determined in process P132. The notification time is a time for notifying the driver that the set vehicle speed has changed. For example, if the speed limit is read from the sign and the set vehicle speed changes to 50km / h just before the driver tries to update the set vehicle speed from 40km / h to 50km / h by operating a switch, it is + 10km compared to 50km / h. The operation of / h is performed. In this way, after the set vehicle speed is updated once so that the driver does not unintentionally update the set vehicle speed, the driver should not update the set vehicle speed for the time to check the current set vehicle speed. To. Therefore, for example, if the notification time is less than 0.5 s (P132: false), it is assumed that the condition is not satisfied, that is, the notification time is insufficient, and the set vehicle speed is not updated and the process proceeds to P139a. If the notification time is 0.5s or more (P132: true), it is assumed that sufficient notification has been made, and the process proceeds to P133. In addition, the threshold value of the notification time at this time, 0.5 s, is set to 0.1 s when the vehicle speed is changed by switch operation by the process P134, and 1 s when the set vehicle speed is updated using the sign speed limit in the process P136. By switching the waiting time according to the conditions, it is possible to quickly respond to the response of the driver's switch operation, but it is also possible to prevent erroneous operation when the set vehicle speed is automatically updated.

Next, in the process P133, it is determined from the information obtained by the process P115 whether the driver is trying to update the set vehicle speed by operating the switch. The set vehicle speed is updated by operating the switch SW2, switch SW3, and switch SW4 of the speed limiter control switch 700 attached to the steering wheel, for example, as shown in FIG. When the switch SW2 is pressed and then released, or when the switch SW3 is pressed and then released, or when the switch SW4 is pressed and then released, or when the switch SW2 is pressed and held for 1s or more, or the switch SW3 is pressed. While pressing and holding for 1s or more, it is determined that there is a switch operation of the driver (P133: true), and the process proceeds to P134. If it is not determined that the driver has a switch operation (P133: false), the condition is not satisfied and the process proceeds to P135.

In process P134, the set vehicle speed is updated according to the operation content of the switch used under the conditions determined in process P133. Specifically, when the switch SW2, that is, the addition request switch for the set vehicle speed is pressed and released, the set vehicle speed is set to an upper limit of 120 km / h and updated to a value + 10 km / h from the previously set vehicle speed. When the switch SW3, that is, the subtraction request switch for the set vehicle speed is pressed and released, the set vehicle speed is set to the lower limit of 30 km / h and updated to the value -10 km / h from the previously set vehicle speed. When the switch SW4, that is, the switch for returning the set vehicle speed to the original value (returning to the set vehicle speed before the change) is pressed and released, the set vehicle speed is updated to the previously set vehicle speed. If the addition request switch for the set vehicle speed is continuously pressed for 1 s or more, the set vehicle speed is set to 120 km / h as the upper limit, and is updated to a value + 1 km / h from the previously set vehicle speed every 1 s. If the subtraction request switch for the set vehicle speed is continuously pressed for 1s or more, the lower limit is 30km / h, and the set vehicle speed is updated to a value -1km / h from the previously set vehicle speed every 1s. At this time, the upper limit of 120km / h and the lower limit of 30km / h are set to 180km / h according to the traffic regulations and manners of the country where the vehicle is used, and the lower limit is 10km. Reset to / h. Also, if the country uses the mile / h unit system as the vehicle speed unit system instead of the km / h unit system, 1km / h is 1mile / h, 10km / h is 10mile / h, and the upper limit is The speed of 120km / h can be treated as 80mile / h. By doing so, this function can be used in multiple countries with different unit systems and traffic rules.

On the other hand, in the process P135, it is determined whether to use the sign speed limit obtained by the process P110 as the set vehicle speed. In process P135, if the sign speed limit is not updated in process P110 with the indicator speed limit set to an invalid value (P135: false), the set vehicle speed is not updated and the process proceeds to process P139a. If the indicator speed limit is not an invalid value (P135: true), the process proceeds to P136.

In process P136, set the sign speed limit to the set vehicle speed and proceed to process P139a.

By the above-mentioned process P134, the upper limit speed setting unit 103 changes the driver switch operation (driver operation of switch SW2 for increasing the upper limit speed, driver operation of switch SW3 for lowering the upper limit speed, and upper limit speed) obtained from the driver operation acquisition unit 102. The set vehicle speed (upper limit speed) setting can be updated according to the result of (including the driver operation of the switch SW4 that returns to the previous upper limit speed).

Further, by the above-mentioned processes P133 to P136, the upper limit speed setting unit 103 requests the change of the upper limit speed by the driver operation acquired from the driver operation acquisition unit 102, and the speed limit (marking speed limit) acquired from the speed limit acquisition unit 101. When the timing of the request to change the upper limit speed overlaps due to the change in, priority is given to the update by the driver operation acquired from the driver operation acquisition unit 102, and the upper limit speed is changed by the driver operation acquired from the driver operation acquisition unit 102. Later, for a certain period of time or a certain distance, it is possible to prevent the upper limit speed from being changed due to a change in the speed limit (marking speed limit) acquired from the speed limit acquisition unit 101.

In processing P139a, the set vehicle speed is compared with the set vehicle speed before change detection, and it is determined that the set vehicle speed has been updated. At this time, if the set vehicle speed is the same value as the sign speed limit in processing P136, the set vehicle speed and the value of the set vehicle speed before change detection match even if the set vehicle speed is updated (P139a: false). By treating as no update of the set vehicle speed, the notification time is not reset, and if there is a driver switch operation at the next moment, the set vehicle speed can be updated according to the driver switch operation on process P134.

If it is determined in process P139a that the set vehicle speed has been updated (P139a: true), the process proceeds to process P139b and the notification time used for determination in process P132 is reset to 0. Subsequently, the process proceeds to process P139d, and the set vehicle speed before change detection is set to the previously set vehicle speed used in process P134, and then the set vehicle speed is set to the set vehicle speed before change detection used in process P139a. By separately holding the set vehicle speed before change detection and the previously set vehicle speed, it is possible to realize a function of detecting a change in the set vehicle speed and returning to the previously set vehicle speed. If it is determined in process P139a that the set vehicle speed has not been updated (P139a: false), the process proceeds to process P139c, and the notification time is measured by setting the notification time for the operation cycle, for example, +10 ms.

[Driving state estimation process P140 (lane change estimation unit 104)] Next, the process performed by the process (driving state estimation process) P140 will be described in detail with reference to FIG. In this operating state estimation process P140, the operating state is divided into three states for determination.

The first is no lane change, the second is during lane change, and the third is after lane movement. The driving state is defined in process P141, and no lane change is specified as the initial value. Next, in process P142, it is determined whether the control state obtained in the above-mentioned control state determination process P120 is permitted, and if it is not permitted (P142: false), the process proceeds to process P149b and the driving state is changed without changing lanes. Update and end process P140. If the control state is permitted in the determination of process P142 (P142: true), the process proceeds to process P143.

In process P143, if the driving state is changing lanes or the duration of the state after moving lanes is within the specified time (within the lane change time range) (P143: true), the process proceeds to process P144. If the specified time has passed (P143: false), the process proceeds to P149a. Processing P143 cannot detect the case where the blinker is mistakenly operated and the blinker is operated while running when the lane change is performed for too long, or the outside line of the lane is affected by dirt or snow. This is done for the purpose of preventing the speed control function from stopping by forcibly ending the lane change. Therefore, when proceeding to the process P149a, the driving state is updated without changing the lane, and the process P140 is terminated.

Next, when proceeding to process P144, the judgment process is switched according to the current operating state. If it is determined in process P144 that the driving state is no lane change (P144: true), the process proceeds to process P145, and the result of the lane change start determination is set to the driving state. If the driving status is not changed in lane in process P144 (P144: false), the process proceeds to process P146. If it is determined in process P146 that the driving state is changing lanes (P146: true), the process proceeds to process P147, and the result of determining the end of lane change is set to the driving state. If the driving state is not changing lanes in process P146 (P146: false), that is, if the driving state is after moving to a lane, the process proceeds to process P148 and the result of making a stability judgment in the lane is set to the driving state. ..

(Lane change start determination process P145) Further, the details of the process P145 will be described with reference to FIG. In the lane change start determination process of process P145, it is estimated that the driver has started the lane change.

In processing P145a, it is determined whether the lane change has started to the right of the own vehicle, and if it is determined that the lane change has started (P145a: true), the process proceeds to P145b and the lane change direction is set as the right. Next, in the process P145c, the lane change is set as the driving state return value. When it is determined in process P145a that the right lane change has not started (P145a: false), proceed to process P145d, determine whether the lane change has started to the left of the own vehicle, and determine that the lane change has started. (P145d: true), proceed to processing P145e and set the lane change direction as left. Next, the process proceeds to P145f, and the lane change is set as the operating state return value. If it is determined in process P145d that the left lane change has not started (P145d: false), the process proceeds to process P145g and the lane change direction is set as invalid. Next, the process proceeds to P145h, and no lane change is set as the driving state return value. The operation state return value set in this way is returned as the return value of the process P145, and the operation state is set.

Also, regarding the condition determination of processing P145a, the stereo camera 200 is used to recognize the outside world, and it is determined whether or not there is an adjacent lane on the right side of the own vehicle. Further, it is determined that the driver has operated the blinker lever to the right. It is determined that there is an adjacent lane on the right side of the own vehicle and that the lane change is started to the right of the own vehicle when the blinker lever is operated to the right. By using the presence or absence of a lane as a condition, it is possible to separate the scene of making a right turn instead of changing the lane to the right and extract only the lane change to the right. In addition, when the steering operation angle, yaw rate sensor value, and lateral acceleration sensor are used as conditions, the judgment is made after the behavior of the vehicle has changed, so the judgment is slower for the lane change operation than the driver's blinker lever operation. .. Therefore, by using the driver's blinker lever operation as a condition, it becomes possible to make a judgment most in line with the driver's lane change intention. Further, in the condition determination of the processing P145d, similarly to the condition determination of the processing P145a, the stereo camera 200 is used to recognize the outside world, and it is determined whether or not there is an adjacent lane on the left side of the own vehicle. Furthermore, it was determined that the driver operated the blinker lever to the left, and there was an adjacent lane on the left side of the own vehicle, and when the blinker lever was operated to the left, the lane change to the left of the own vehicle was started. Judge.

(Lane change end determination process P147) Further, the details of the process P147 will be described with reference to FIG. In process P147, it is determined whether the lane has been changed.

In the process P147a, the lane change direction determined in the process P145 is determined, and the process is switched by determining whether the lane change direction is right or other, that is, left. At this time, in the case where the lane change direction is invalid in the process P145, the process P145g is operating and the process P145h is inevitably executed. Therefore, the judgment when the lane change direction is invalid is the process P147. There is no need to consider in.

If the lane change direction is determined to be right in process P147a (P147a: true), proceed to process P147b, monitor the vehicle lane markings that are straddled when changing lanes, and target the right lane markings (target right lane markings). ) Has been switched. If it is determined that the right lane has been changed (P147b: true), the process proceeds to P147c, and the driving state return value is set after moving to the lane. If it is not determined that the right lane has been changed (P147b: false), proceed to process P147d and set the driving status return value to lane changing.

If it is determined in process P147a that the lane change direction is not right (P147a: false), proceed to process P147e, monitor the vehicle lane markings that are straddled when changing lanes, and target the left lane marking (target left lane marking). ) Has been switched. If it is determined that the left lane has been changed (P147e: true), proceed to process 147f and set the driving state return value after moving to the lane. If it is not determined that the left lane has been changed (P147e: false), proceed to processing P147g and set the driving status return value to lane changing. The operating state return value determined in this way is returned as the return value of the process P147 and set to the operating state.

At this time, the left and right lane markings of the own vehicle used for the determination in the processing P147b and the processing P147e will be described with reference to the bird's-eye view of the own vehicle and the road in FIG. The right lane marking with respect to the own vehicle V1 refers to the lane marking at the center of the tip of the vehicle, to the right of the position indicated by Pc in the figure, and the closest distance. On the contrary, the left lane marking with respect to the own vehicle V1 refers to the lane marking that is to the left of the position indicated by Pc in the figure and is the closest distance. Therefore, when changing lanes, Pc in the figure moves from the left side of the lane boundary line Rc, and when moving to the right side of the lane boundary line Rc, the right lane marking for the own vehicle V1 is outside the lane boundary line Rc. Changed to line Rr. At this time, the left lane marking for the own vehicle V1 is changed from the lane outer line Rl to the lane boundary line Rc.

(In-lane stability determination process P148) Further, the details of the process P148 will be described with reference to FIG. In the process P148, the stability in the lane is determined, and after the lane is changed, it is determined whether the vehicle posture is stable and the vehicle can travel substantially horizontally with respect to the outside lane.

In process P148a, confirm that the lane change direction set in process P145 is either left or right, and if the lane change direction is right (P148a: true), proceed to process P148b. In processing P148b, it is determined whether the horizontal position with the left lane (horizontal position in the left lane) is more than 0.2 m, and if it is not (P148b: false), proceed to processing P148f and set the stable waiting time to zero. Reset. If the lateral position with the left lane (horizontal position of the left lane) is more than 0.2 m (P148b: true), proceed to processing P148c and determine whether the absolute yaw angle to the lane is less than 5 [deg]. , 5 [deg] or more (P148c: false), proceed to processing P148e and reset the stable waiting time to zero. If the absolute value of the yaw angle to the lane is less than 5 [deg] (P148c: true), proceed to processing P148d, set the stable waiting time + operation cycle (for example, 10ms), and update the stable waiting time. Do.

Also, if the lane change direction is not right, that is, left (P148a: false) in processing P148a, proceed to processing 148g. In processing P148g, it is judged whether the horizontal position with the right lane (horizontal position in the right lane) is more than 0.2m, and if it is not (P148g: false), proceed to processing P148k and set the stable waiting time to zero. Reset. If the lateral position with the right lane (horizontal position of the right lane) is more than 0.2 m (P148g: true), proceed to processing P148h and determine whether the absolute yaw angle to the right lane is less than 5 [deg]. If it is 5 [deg] or more (P148h: false), proceed to processing P148j and reset the stable waiting time to zero. If the absolute value of the yaw angle to the lane is less than 5 [deg] (P148h: true), proceed to processing P148i, set the stable waiting time + operation cycle (for example, 10ms), and update the stable waiting time. Do.

With the above processing, after updating by setting the stable waiting time to zero or advancing by the operation cycle, proceed to processing P148n.

In processing P148n, it is determined whether the stable waiting time has passed by 1 [s] or more. If the stable waiting time elapses more than 1 [s] (P148n: true), proceed to processing P148m, set no lane change as the return value of the driving state, and judge that the lane change has been completed. If the stable waiting time has not passed 1 [s] or more (P148n: false), proceed to processing P148p, set the driving state return value after moving to the lane (or changing lanes), and judge the stability in the lane. Continue to do. The operating state return value determined in this way is returned as the return value of the process P148 and set to the operating state.

The lateral positions of the left and right lanes used in the processing P148b and the processing P148g will be described with reference to FIG. The right lane lateral position indicates a position from the position at the right end of the tip of the own vehicle V1 toward the right lane, and is indicated by Xr in the figure. Similarly, the left lane lateral position indicates a position from the position at the left end of the tip of the own vehicle V1 toward the left lane, and is indicated by Xl in the figure.

Further, the absolute value of the yaw angle to the lane used in the processing P148c and the processing P148h will be described with reference to FIG. The anti-lane yaw angle is the yaw angle of the line Lc extending in the front-rear direction of the own vehicle V1 and the lane (lane boundary line) Rc. In FIG. 15, the value of the angle θ at which the right line Lr and the right lane Rc of the left and right lines Ll and Lr obtained by horizontally moving the line Lc extending in the front-rear direction of the own vehicle V1 is the yaw angle with respect to the lane. , The right direction is represented as plus, and the left direction is represented as minus. When the yaw angle to the lane approaches zero, it indicates that the own vehicle V1 is traveling horizontally with respect to the lane. In addition, the absolute value of the anti-lane yaw angle is just the absolute value of the anti-lane yaw angle, and we wanted to determine whether the processing P148c and the processing P148h were traveling horizontally with respect to the lane. Take the absolute value without being aware of the right and left directions, and judge whether the own vehicle V1 can run horizontally.

By such processing, the period from when the driver starts changing lanes to when the driver returns to the state of continuing to drive horizontally with respect to the lane can be indicated as during lane change in the driving state or after lane movement. it can.

[Allowable acceleration calculation process P150 (speed control unit 105)] Next, the process (allowable acceleration calculation process) P150 will be described with reference to FIG.

In process P151a, the control status obtained from process P120 is confirmed. If it is determined that the control state is not permitted (P151a: false), the process proceeds to P151b, and the own vehicle speed obtained by the wheel speed sensor 300 is set as the past set vehicle speed. After that, the process proceeds to P151c, an invalid value (in other words, the maximum value) is set for the allowable acceleration, and the allowable acceleration calculation process P150 is terminated so that the allowable acceleration is not reflected in the control when the control state is not permitted. To do. At this time, if the vehicle speed is set to the past set vehicle speed in the process P151b and the lane is changed immediately after the control state is permitted, the past set vehicle speed is set as the own vehicle speed in the process P155. It is possible to suppress fluctuations in vehicle speed.

If it is determined in process P151a that the control state is permitted (P151a: true), the process proceeds to process P152a.
The process P152a determines the change in the set vehicle speed obtained from the process P130. When a change in the set vehicle speed is detected (P152a: true), the process proceeds to P152b and the waiting time (corresponding to the delay time described later) is reset with 1 [s]. If there is no change in the set vehicle speed (P152a: false), the process proceeds to P152c, and the waiting time is reduced by the operating cycle by setting the value of waiting time-operation cycle (for example, 10ms) in the waiting time. At this time, in order to set the lower limit to zero, in the process P152c, the larger value of 0 and the waiting time-operation cycle value is set as the waiting time. Processing P152b or processing P152c is followed by processing P152d.

In the process P152d, the set vehicle speed is set as the set vehicle speed for change detection for detecting that the set vehicle speed has changed in the judgment of the process P152a. Next, the process proceeds to process P154, and it is determined that the driving state obtained in process P140 does not match "no lane change", that is, the lane is being changed. If it is determined that the driving state is changing lanes (P154: true), the process proceeds to P155, and the previously set vehicle speed is set as the control set vehicle speed. As a result, when the speed control unit 105 determines that the lane change operation is in progress (period), the traveling speed of the own vehicle becomes equal to or less than the set vehicle speed (upper limit speed) before the determination that the lane change operation is started. By controlling the vehicle in this way, unintended vehicle speed fluctuations (changes in traveling speed) of the driver are suppressed during the lane change operation. On the other hand, if it is determined that the driving state has not changed lanes (P154: false), the process proceeds to P156.

In the process P156, the waiting time updated by the process P152b and the process P152c is determined, and it is determined that the waiting time is zero, that is, there is no waiting time. If there is no waiting time (P156: true), the process proceeds to P157, the set vehicle speed is set to the past set vehicle speed, the process proceeds to P158a, and the set vehicle speed is set as the control set vehicle speed. If the waiting time remains (P156: false), the process proceeds to the process P158b without performing the process P157 and the process P158a, the set vehicle speed for control is not updated, and the change in the set vehicle speed is not applied.

That is, according to the above-mentioned processes P156 and P158b, when the driving state is no lane change (the lane change operation is not in progress) and the waiting time (in this example, the maximum is 1 [s]) remains, the control is performed. Since the set vehicle speed is not updated, in this case, the timing of the vehicle speed fluctuation due to the set vehicle speed update (the application timing of the set vehicle speed update) is the timing of notification of the set vehicle speed (upper limit speed) to the driver described later (in other words, the limit). There is a possibility that it will be delayed by 1 [s] or more, which is set as the waiting time, from the acquisition timing of the vehicle speed or the setting timing of the upper limit speed (set vehicle speed).

Further, according to the above-mentioned processes P152a to P158b, the speed control unit 105 determines the timing at which the own vehicle travels a certain distance (corresponding to the waiting time) or a certain time after the set vehicle speed (upper limit speed) is changed. Alternatively, the traveling speed of the own vehicle is controlled to be equal to or less than the set vehicle speed (upper limit speed) before the set vehicle speed (upper limit speed) is changed until the timing set according to both of them.

After setting the control set vehicle speed in process P155, process P158a, and process P158b, proceed to process P159 and input the set control set vehicle speed and the own vehicle speed obtained from the wheel speed sensor 300 into the map function. Get acceleration. At this time, the map value used in the map function is set in advance as a constant map by calculating the allowable acceleration on the desk or in an experiment by combining the set vehicle speed for control and the own vehicle speed.

With such a configuration, the previously set vehicle speed is not updated during the lane change, and the allowable acceleration can be calculated based on the set vehicle speed 1 [s] before the lane change. Therefore, the vehicle speed does not fluctuate due to a change in the set vehicle speed, which is the basis for calculating the allowable acceleration, during the lane change operation, and the driver can smoothly change lanes.

In addition, if the set vehicle speed is changed at a timing 1 [s] or more before the lane change, the previously set vehicle speed has already been updated as the set vehicle speed, and the driver is fully notified of the change in the set vehicle speed. Since the vehicle speed fluctuates, there is no sense of discomfort for the driver. Also, if the driver feels that the change in vehicle speed during lane change is troublesome even if he / she is aware of the change in the set vehicle speed, he / she has enough time to release the speed limit by operating a switch before changing lanes. Can be taken.

In addition, a waiting time of 1 [s] or more (in other words, a delay time) always occurs from the change of the set vehicle speed to the reflection of the allowable acceleration. Therefore, the driver can update the set vehicle speed by operating the switch while the waiting time has elapsed. Since there is a time margin before the change in the set vehicle speed is applied to the allowable acceleration, it is possible to suppress the occurrence of acceleration / deceleration based on the set vehicle speed not intended by the driver.

[Allowable acceleration transmission process P160 (speed control unit 105), set vehicle speed transmission process P170 (upper limit speed notification unit 106)] Finally, in the process (allowable acceleration transmission process) P160, the allowable acceleration obtained by the allowable acceleration calculation process of process P150 The acceleration is transmitted to the engine control unit 500.

As described above, the engine control unit 500 controls the output of the engine 510 by comparing the allowable acceleration with the driver-required vehicle acceleration calculated from the accelerator pedal opening by the driver obtained from the accelerator pedal opening sensor 550. , Control the acceleration (that is, running speed) of the own vehicle.

Also, in the process (set vehicle speed transmission process) P170, the set vehicle speed (upper limit speed) obtained in the process P130 is transmitted to the meter control unit 600.

When the set vehicle speed is transmitted (in other words, at the timing when the set vehicle speed is transmitted), the meter control unit 600 warns the driver by voice using the buzzer 620 and the driver by displaying using the display device 610. The driver is immediately notified of the set vehicle speed.

In this case, as described above, the timing of the vehicle speed fluctuation due to the set vehicle speed update (the application timing of the set vehicle speed update) is set as the waiting time rather than the timing of notifying the driver of the set vehicle speed (upper limit speed) 1 [s. ] There is a possibility of delay, and the upper limit speed notification unit 106 is based on the upper limit speed (set vehicle speed) different from the upper limit speed (set vehicle speed) obtained by the speed control unit 105 from the upper limit speed setting unit 103. Even under the condition that the running speed of the vehicle is controlled, the upper limit speed (set vehicle speed) set by the upper limit speed setting unit 103 is notified, and the upper limit speed (set vehicle speed) used for controlling the running speed of the own vehicle is notified. The upper limit speed (set vehicle speed) used for may not match.

In processing P160 and processing P170, the allowable acceleration and set vehicle speed are given a cyclic redundancy check (CRC) and resolution conversion so that communication can be performed for transmission, and a data transmission request is made to the CAN bus. At this time, the data transmitted to the meter control unit 600 is the set vehicle speed obtained in the processing P130, and is different from the control set vehicle speed directly used in the allowable acceleration calculation in the processing P150. By doing so, the recognition status of the stereo camera 200 and the result of the response to the driver's switch operation are quickly notified to the driver as the set vehicle speed processed by the processing P130. On the other hand, the set vehicle speed for control used for controlling the engine control unit 500 can be suppressed from the driver's discomfort when changing lanes by shifting the set vehicle speed and the timing of change without notifying the driver. .. Similarly, if an erroneous detection occurs in the recognition of the speed limit detected by the stereo camera 200, when the driver is quickly notified of the set vehicle speed, the driver is notified of the erroneous detection result, and the driver switches SW4. Operate (Fig. 9) to return to the set speed before false detection, or operate switches SW1 and SW2 (Fig. 9) to change to the desired set speed. After that, the set vehicle speed for control becomes the set vehicle speed updated by the driver, and the vehicle speed can be controlled based on the correct speed limit. Therefore, it is possible to suppress the occurrence of acceleration / deceleration based on the speed limit as a result of erroneous detection. ..

<Specific Example of Example 1> Next, a specific example when the vehicle speed control device 100 of the first embodiment is applied will be described.

FIG. 17 shows an example of a driving scene in which the vehicle changes lanes as a bird's-eye view. In FIG. 17, the scene changes from the timing of S1 to the timing of S2 and S3. In the S1 scene, after the vehicle V1 reaches Pos1, the driver of the vehicle V1 operates the right turn signal lever to operate the right turn signal. At the same time, when Pos1 is reached, the own vehicle V1 recognizes the speed sign TS1. Next, in the S2 scene, he steers at the Pos2 position and straddles the lane markings. Next, in the S3 scene, the direction of the own vehicle V1 is parallel to the lane marking at the position of Pos3. Furthermore, in the vicinity of the own vehicle V1, the preceding vehicle V25, which is slower than the own vehicle V1, the rear side vehicle V20, which is about the same speed as the own vehicle V1, and the front side, which is about the same speed as the own vehicle V1. There is a vehicle V21. In addition, there is a speed indicator TS1 at the position of Pos2. The speed sign TS1 indicates 80 [km / h], and 100km / h is applied as the speed limit until Pos2 is reached, and 80 [km / h] is specified for roads after Pos2. There is.

At this time, as an example of 1 when this embodiment is not applied, in the case where the timing of notifying the speed limit is when passing Pos1 and the change in speed limit is applied to the control of the own vehicle V1 when passing Pos3, Pos1 You will be notified of the speed limit change at the timing of, but it will be the timing when the speed change of your vehicle V1 reaches Pos3. In addition, since the speed change usually occurs immediately after recognizing the speed sign TS1, the driver of the own vehicle V1 may feel uncomfortable that the speed change of the own vehicle V1 does not occur at the timing of Pos1.

In addition, as a second example when this embodiment is not applied, in order to match the timing of notifying the speed limit and the timing of speed change, both the timing of notifying the speed limit and the timing of speed change are set when passing Pos3. May be done. In this case, the own vehicle V1 has passed Pos2 at the timing when the driver is notified of the change in the speed limit by Pos3, and there is no timing for the driver to recognize the speed indicator TS1 again. Furthermore, in the section from Pos1 to Pos3 where the lane is changed, the driver should pay attention to the preceding vehicle V25 and the front side vehicle V21 so that the distance between the preceding vehicle V25 and the front side vehicle V21 and the own vehicle V1 does not become too close. It is aimed, and the recognition of the speed sign TS1 becomes sparse. Therefore, there is a concern that the driver of the own vehicle V1 may mistakenly return the speed limit to 100km / h at the timing of Pos3 due to a system abnormality or a false recognition of the outside world recognition sensor.

On the other hand, when this embodiment is applied, the driver is notified of the set vehicle speed at the timing of passing Pos1, and the driver recognizes the correctness of the speed limit change of the own vehicle V1 by comparing it with the speed sign TS1. Can be done. Furthermore, since we are accustomed to the behavior that the speed limit changes normally and the speed change of the own vehicle V1 occurs by running for a certain period of time or running a certain distance, after the notification is given at the timing of Pos1 , Even if the speed change occurs at the timing of Pos3 (the timing when it is judged that the lane change operation is completed), the discomfort given to the driver will be reduced and suppressed.

As described above, in the vehicle speed control device 100 of the present embodiment, the upper limit speed notification unit 106 acquires the speed limit specified for the road on which the own vehicle travels by the speed limit acquisition unit 101, or the upper limit. At the timing (immediately) of setting the upper limit speed to be applied to the own vehicle according to the speed limit in the speed setting unit 103, the driver is notified of the upper limit speed (set vehicle speed) set in the upper limit speed setting unit 103. At the same time, the speed control unit 105 applies the upper limit speed (update) to the control of the running speed of the own vehicle at a timing delayed from the timing when the upper limit speed notification unit 106 notifies the driver of the upper limit speed (set vehicle speed). To do.

In this case, the upper limit speed notification unit 106 controls the traveling speed of the own vehicle based on the upper limit speed (set vehicle speed) different from the upper limit speed (set vehicle speed) obtained from the upper limit speed setting unit 103 by the speed control unit 105. Even under such circumstances, the upper limit speed (set vehicle speed) set by the upper limit speed setting unit 103 is notified, and the upper limit speed (set vehicle speed) used for controlling the running speed of the own vehicle and the upper limit speed used for notification (set vehicle speed). The set vehicle speed) does not match.

Further, in this case, the speed control unit 105 has a timing (waiting) in which the own vehicle travels at least one of a certain distance or a certain time after the upper limit speed (set vehicle speed) obtained from the upper limit speed setting unit 103 is changed. Until the timing corresponding to the time), the traveling speed of the own vehicle is controlled so as to be equal to or less than the upper limit speed (set vehicle speed) before the upper limit speed (set vehicle speed) is changed.

That is, the vehicle speed control device 100 of the present embodiment acquires the speed limit defined on the road on which the own vehicle travels by the stereo camera 200, and operates the driver's switch according to the speed limit (or the speed limit). By automatically setting the upper limit speed of the own vehicle as the upper limit speed of the own vehicle, even if the driver depresses the accelerator pedal so as to exceed the speed limit, the driving force of the vehicle is limited. It has a (speed limiter function), and while matching the timing when the speed limit of the road changes (that is, the timing when the speed limit is acquired) and the timing when the driver is notified of the current speed limit (specifically, the upper limit speed). The change of the upper limit speed is applied to the speed control at the timing delayed from the notification of the speed limit (specifically, the upper limit speed) not only when the lane change operation is performed. Further, for example, the upper limit speed change during the lane change operation is suppressed, and the upper limit speed change is applied to the speed control after the lane change operation is completed.

As a result, according to this embodiment, the speed limit is automatically set as the upper limit speed of the own vehicle, so that the occurrence of traveling exceeding the speed limit due to oversight or misunderstanding is suppressed without troublesome operation by the driver. At the same time, for example, when changing lanes, it is possible to suppress unintended speed fluctuations by the driver. At this time, there is a time (delay time) from the change of the upper limit speed to the change of the own vehicle speed regardless of the presence or absence of the lane change, so that the change of the own vehicle speed from the change of the upper limit speed when the lane is changed etc. Even if there is a time lag before, the discomfort to the driver is reduced.

Hereinafter, a modified example of the above-mentioned Example 1 will be described.

<Modification 1> In the first embodiment, the speed limit is obtained by reading the road sign with the stereo camera 200, but the own vehicle travels by linking GPS and map information or by using road-to-vehicle communication. It is also possible to replace the speed limit acquisition unit 101 that acquires the speed limit specified for the road, such as by obtaining the speed limit of the road.

<Modification 2> Also, when operating by voice recognition instead of operating the switch (speed limiter control switch 700) set for the steering shown in FIG. 9, or when arranging the switch in a place other than the steering. When sharing a switch set on the steering wheel for vehicle control applications such as ACC and LKS and a switch for use in the vehicle speed control function, do not attach a switch to the steering wheel and use sensors such as a touch panel, pressure sensor, and vibration sensor. In some cases, the driver's operation is accepted, and in some cases, a request for changing the speed limit applied to the own vehicle is obtained by such driver operation.

<Modification 3> In the first embodiment, as an example of the condition of the process P114 (FIG. 7), "whether the positional relationship of the sign information [M] is valid for the own vehicle, for example, the own vehicle is on the road. "You have passed 50m before the sign." However, if the speed limit of the sign information [M] is lower than the currently set speed limit, from a long distance according to the difference in speed. It is valid for the own vehicle, and if the speed limit of the sign information [M] is higher than the currently set speed limit, it can be valid when the own vehicle has passed the side of the sign.

Regardless of whether the speed limit currently set is lower or higher than the speed limit indicated by the sign, if it is valid only when passing by the sign, it is right before the vehicle reaches the position of the sign. There is an advantage that there is no case where you make a left turn and you do not need to change the speed limit. On the other hand, when switching the effective timing depending on whether the speed limit currently set is lower or higher than the speed limit indicated by the sign, the speed of the own vehicle is increased to the speed limit before entering the road with the lower speed limit. There is a merit that it can be lowered. In addition, the driving plan information of the own vehicle entered in the navigation and the result of matching the map information with the camera or GPS to detect whether the road is likely to turn left or right are detected, and the road turns left or right like an urban road. On roads where there is a high possibility of turning, the sign information will be valid when passing by the sign, and on roads where there is a low possibility of turning left or right, such as highways, the sign information may be valid even before passing by the sign. It is possible.

Further, when the sign information is valid before passing by the sign, the deceleration force from the front of the sign is set to a large value by setting the allowable acceleration calculated in the process P159 (FIG. 16) according to the distance from the sign. It can also weaken and improve the ride comfort.

<Modification Example 4> The process (operating state estimation process) P140 can be changed as follows with respect to the configuration shown in the first embodiment.

<Modification 4-1> In processing P145a (Fig. 12), the judgment condition is "There is an adjacent lane on the right side of the own vehicle, and when the winker lever is operated to the right, the lane is changed to the right of the own vehicle. "It is judged that the vehicle has started." However, this judgment condition is set to "there is an adjacent lane on the right side of the own vehicle, the blinker lever is operated to the right, and the vehicle is on the adjacent lane on the right side of the own vehicle." When the vehicle is detected, it is determined that the lane change has started to the right of the own vehicle. " At this time, the traveling vehicle on the adjacent lane on the right side of the own vehicle is acquired from a camera, radar, sonar, etc. that monitors the front, side, and rear sides of the own vehicle. Similarly, in the processing P145d (FIG. 12), the judgment condition is that "there is an adjacent lane on the left side of the own vehicle and the lane change is started to the left of the own vehicle when the blinker lever is operated to the left". "Judgment is made." However, this judgment condition is that "there is an adjacent lane on the left side of the own vehicle, the blinker lever is operated to the left, and the vehicle is detected on the adjacent lane on the left side of the own vehicle." It is judged that the lane change has started to the left of the own vehicle when it is being done. ”The vehicle on the adjacent lane on the left side of the own vehicle monitors the front, side, and rear side of the own vehicle. Obtained from cameras, radars, sonars, etc.

By making this change, it will be possible to quickly apply the change in the speed limit applied to the road to the own vehicle and accelerate or decelerate. On the other hand, in this situation, when the driver changes lanes, the risk of overlooking the speed sign is reduced because there are no surrounding vehicles, and the driver recognizes the speed limit change with respect to the own vehicle and changes lanes. Even if the speed changes at that time, there is little discomfort. Therefore, the application of the speed limit can be delayed only in the lane change scene while maintaining the distance from the surrounding vehicle, which has a high risk of the driver overlooking the speed sign. Furthermore, by providing a mechanism that allows the driver to select whether to enable or disable the judgment condition of this modification during driving, the speed is changed during the lane change operation regardless of the presence or absence of surrounding vehicles. It becomes possible to switch to a condition that does not exist, and it becomes possible to control the speed according to the sensitivity of the driver's discomfort.

<Modification Example 4-2> In the process P145a (Fig. 12), the judgment condition is "the lane is changed to the right of the own vehicle when the adjacent lane exists on the right side of the own vehicle and the blinker lever is operated to the right. "It is judged that the vehicle has started." However, this judgment condition is that "there is an adjacent lane on the right side of the own vehicle, the blinker lever is operated to the right, and the driver is gazing to the right." Sometimes it is determined that the lane change has started to the right of the own vehicle. " At this time, whether or not the driver is gazing to the right is detected by using a camera that monitors the driver's line of sight. This camera monitors the driver's face orientation, eyeball orientation, or both the driver's face orientation and eyeball orientation, and the driver is looking at the right side mirror, etc., in front of the vehicle, and in the speed control state. Detects that you are not looking at the display device for notifying. Similarly, processing P145d
In (FIG. 12), the determination condition is "it is determined that there is an adjacent lane on the left side of the own vehicle and the lane change is started to the left of the own vehicle when the blinker lever is operated to the left". However, this condition is changed to "when there is an adjacent lane on the left side of the own vehicle, the blinker lever is operated to the left, and the driver is gazing to the left, the lane is changed to the left of the own vehicle. It is judged that it has started. ”, And whether or not the driver is gazing to the left is detected by using a camera that monitors the driver's line of sight.

By making this change, if the driver sees the speed sign installed in front of the vehicle and the display device for notifying the speed control status and recognizes the change in the speed limit for the own vehicle, it is unexpected. There is no speed fluctuation and there is little discomfort. In addition, the change in the speed limit applied to the road can be quickly applied to the own vehicle to accelerate or decelerate.

Further, by combining the above-mentioned modification 4-1 and modification 4-2, the conditions according to the situation of the vehicle around the own vehicle and the conditions regarding the driver's gaze position are simultaneously determined, and the timing of the speed fluctuation is changed. It is also possible to change to.

<Modification 5> In the first embodiment, only the waiting time is used as the condition of the process P156 (FIG. 16), but there is also a method of determining this condition according to the distance traveled by the own vehicle. For example, the set vehicle speed is updated 50 [m] before the road sign, it is detected that the vehicle has traveled 40 [m] from that point, and the set vehicle speed is set as the control set vehicle speed. With this configuration, when traveling on a route that involves turning left or right, the speed limit applied to roads that are not planned to be entered can be ignored. In addition, this distance may be changed according to the speed of the own vehicle. Further, it is possible to apply a combination of conditions such as detecting that the waiting time has become 0 or traveling 40 [m] and proceeding to the process P157.

<Modification 6> In the first embodiment, the waiting time set in the process P152b (FIG. 16) is set to 1 [s], but this parameter is set by the driver's switch operation grace and the deceleration start grace of the own vehicle. ..

The driver switch operation grace is the time required from when the display device 610 presents the change in the speed limit by the speed indicator to the driver until the error is corrected, and the longer the waiting time, the more margin there is. On the other hand, the deceleration start grace of the own vehicle is the time during which the deceleration can be controlled until the own vehicle reaches the road whose speed limit has changed according to the speed sign. The shorter the waiting time, the more the deceleration occurs before the speed limit changes. This reduces the risk of overspeeding.
There is a trade-off between the driver's switch operation grace period and the deceleration start grace period of the own vehicle, and the driver needs at least 1 [s] to change the speed limit by the speed sign by the switch operation, and the own vehicle decelerates. Since the start grace period is set as long as possible, 1 [s] is set in the first embodiment.

This parameter has a waiting time of 1.5 to ensure a longer switch operation grace period for drivers, such as elderly people, who take a long time from recognition by presenting information to response by switch operation. It may be deformed to be longer than [s]. That is, the waiting time (corresponding to the delay time described above) can be changed according to the operation ability such as the switch operation of the driver.

In addition, depending on the speed of the own vehicle during driving, the waiting time is set as long as 1.5 [s] when driving at low speed, and the waiting time is set as short as 1.0 [s] when driving at high speed. The waiting time can be changed according to the traveling speed. With such a configuration, the driver can be used at low speeds where there is a time grace to reach the position where the speed limit changes, and at high speeds where there is little time grace to reach the position where the speed limit changes. On the other hand, it is possible to make a modification such that the deceleration start grace period of the own vehicle is set as long as possible while ensuring a long switch operation grace period. However, at this time, if the difference in waiting time set between high-speed driving and low-speed driving becomes too large, the driver will feel uncomfortable with the timing until the vehicle behavior occurs, so the difference is 1 [s at the longest. ] It is desirable to set it within.

The present invention is not limited to the above-described embodiment.

For example, even if the engine control unit 500 is replaced with the power train configuration of an electric vehicle or a hybrid vehicle having an engine and a motor, the same method can be applied to control the speed and acceleration of the vehicle.

Alternatively, the engine torque, driving force, and throttle opening may be calculated by the vehicle speed control device 100 and communicated with the power unit without communicating using the allowable acceleration.

The present invention is not limited to the above-described embodiment, and includes various modified forms. For example, the above-described embodiment has been described in detail in order to explain the present invention in an easy-to-understand manner, and is not necessarily limited to the one including all the described configurations. Further, it is possible to replace a part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment. Further, it is possible to add / delete / replace a part of the configuration of each embodiment with another configuration.

Further, each of the above configurations, functions, processing units, processing means, etc. may be realized by hardware by designing a part or all of them by, for example, an integrated circuit. Further, each of the above configurations, functions, and the like may be realized by software by the processor interpreting and executing a program that realizes each function. Information such as programs, tables, and files that realize each function can be stored in a memory, a hard disk, a storage device such as an SSD (Solid State Drive), or a recording medium such as an IC card, an SD card, or a DVD.

In addition, the control lines and information lines indicate what is considered necessary for explanation, and not all control lines and information lines are necessarily shown on the product. In practice, it can be considered that almost all configurations are interconnected.

100 ... Vehicle speed control device, 101 ... Speed limit acquisition unit, 102 ... Driver operation acquisition unit, 103 ... Upper limit speed setting unit, 104 ... Lane change estimation unit, 105 ... Speed control unit, 106 ... Upper limit speed notification unit, 200 ... Stereo camera, 300 ... Wheel speed sensor, 500 ... Engine control unit, 510 ... Engine, 550 ... Accelerator pedal opening sensor, 600 ... Meter control unit, 610 ... Display device, 620 ... Buzzer, 700 ... Speed limiter control switch, 1110 and 1120 ... Traffic signs

Claims

A speed limit acquisition unit that acquires the speed limit specified for the road on which the vehicle travels,
An upper limit speed setting unit that sets the upper limit speed of the own vehicle according to the speed limit acquired from the speed limit acquisition unit, and
A speed control unit that controls the traveling speed of the own vehicle so as to be equal to or less than the upper limit speed obtained from the upper limit speed setting unit.
It is provided with an upper limit speed notification unit for notifying the driver of the upper limit speed set in the upper limit speed setting unit.
The speed control unit is characterized in that the upper limit speed is applied to the control of the traveling speed of the own vehicle at a timing delayed from the timing of notifying the driver of the upper limit speed by the upper limit speed notification unit. Vehicle speed control device.
In the vehicle speed control device according to claim 1,
The upper limit speed notification unit notifies the driver of the upper limit speed at the timing of acquiring the speed limit by the speed limit acquisition unit or at the timing of setting the upper limit speed by the upper limit speed setting unit.
The speed control unit is characterized in that the upper limit speed is applied to the control of the traveling speed of the own vehicle at a timing delayed from the timing of notifying the driver of the upper limit speed by the upper limit speed notification unit. Vehicle speed control device.
In the vehicle speed control device according to claim 1,
The upper limit speed notification unit is also used even under a situation where the speed control unit controls the traveling speed of the own vehicle based on an upper limit speed different from the upper limit speed obtained from the upper limit speed setting unit. A speed control device for a vehicle, characterized in that the upper limit speed set by the upper limit speed setting unit is notified, and the upper limit speed used for controlling the traveling speed of the own vehicle and the upper limit speed used for the notification do not match.
In the vehicle speed control device according to claim 1,
The delay time from the timing of notifying the driver of the upper limit speed to the timing of applying the upper limit speed to the control of the traveling speed of the own vehicle is characterized in that the delay time is changed according to the operating ability of the driver. Vehicle speed control device.
In the vehicle speed control device according to claim 1,
The delay time from the timing of notifying the driver of the upper limit speed to the timing of applying the upper limit speed to the control of the traveling speed of the own vehicle is characterized in that the delay time is changed according to the traveling speed of the own vehicle. Vehicle speed control device.
In the vehicle speed control device according to claim 1,
After the upper limit speed obtained from the upper limit speed setting unit is changed, the speed control unit determines the traveling speed of the own vehicle until the timing when the own vehicle travels at least one of a certain distance or a certain time. , A speed control device for a vehicle, characterized in that the upper limit speed is controlled to be equal to or lower than the upper limit speed before the change.
In the vehicle speed control device according to claim 1,
Further equipped with a lane change estimation unit that estimates the lane change operation of the own vehicle,
When the speed control unit determines that the lane change operation is in progress by the lane change estimation unit, the upper limit of the traveling speed of the own vehicle before the lane change estimation unit determines that the lane change operation is started. A vehicle speed control device characterized in that the speed is controlled to be equal to or lower than the speed.
In the vehicle speed control device according to claim 1,
A driver operation acquisition unit for acquiring a driver operation for changing the upper limit speed by the driver is further provided.
The driver operation acquisition unit acquires a driver operation that raises the upper limit speed, a driver operation that lowers the upper limit speed, and a driver operation that returns the upper limit speed to the upper limit speed before the change.
The vehicle speed control device is characterized in that the upper limit speed setting unit updates the setting of the upper limit speed according to the result of the driver operation obtained from the driver operation acquisition unit.
In the vehicle speed control device according to claim 8.
The upper limit speed setting unit is the timing of occurrence of the upper limit speed change request by the driver operation acquired from the driver operation acquisition unit and the occurrence timing of the upper limit speed change request due to the change of the upper limit speed acquired from the speed limit acquisition unit. When the above overlaps, priority is given to the update by the driver operation acquired from the driver operation acquisition unit, and after the upper limit speed is changed by the driver operation acquired from the driver operation acquisition unit, the fixed time or a certain distance is the same. A speed control device for a vehicle, characterized in that the upper limit speed is not changed due to a change in the speed limit acquired from a speed limit acquisition unit.