JP2018127138A - Travel control device, vehicle and travel control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce discomfort feeling of a driver to avoid collision with a preceding vehicle.SOLUTION: A travel control device 100 includes: a travel control part 120 for executing by switching between ACC for controlling a vehicle 1 to travel so as to track a preceding vehicle and coast control for controlling the vehicle 1 to coast; and a coast prohibition control part 130 for controlling the travel control part 120 so as not to start coast control till the end of brake control when the brake control is executed during execution of ACC.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a travel control device, a vehicle, and a travel control method for controlling travel of a vehicle.

  2. Description of the Related Art Conventionally, a control device that controls traveling of a vehicle is known.

  For example, in Patent Document 1, when a predetermined condition is satisfied while the vehicle is running, the engine is temporarily stopped, and the power provided in the power transmission system between the transmission and the engine, or between the transmission and the wheel. A control device that performs coasting (inertial traveling) control that causes a vehicle to travel by inertia by cutting the transmission mechanism is disclosed.

  For example, Patent Document 2 discloses a control device that performs ACC (Adaptive Cruise Control) for causing the vehicle to travel by following the preceding vehicle detected in front of the vehicle. In ACC, brake control is automatically performed according to the distance between the host vehicle and the preceding vehicle (inter-vehicle distance).

JP 2006-200370 A JP-A-2006-144967

  It is assumed that the coasting control and the ACC described above are performed by switching, but the control logic is different between the coasting control and the ACC.

  Therefore, for example, when the ACC is being performed and the inter-vehicle distance is less than a predetermined distance and the brake control is performed, the coasting start condition may be satisfied during the deceleration of the host vehicle and the coasting control may be started.

  When coasting control is started in this way, G loss occurs, and the driver feels uncomfortable. In addition, the brake control is released, and the host vehicle may collide with the preceding vehicle.

  An object of the present invention is to reduce driver discomfort and avoid collision with a preceding vehicle.

  The travel control device according to the present invention includes a travel control unit that switches between an ACC that causes a vehicle to travel following a preceding vehicle, and a coasting control that causes the vehicle to travel by inertia, and a brake that is applied during the execution of the ACC. A coasting prohibiting control unit configured to control the traveling control unit so as not to start the coasting control until the brake control is terminated when the control is executed.

  A vehicle according to the present invention includes the travel control device according to the present invention.

  The travel control method of the present invention is a travel control method of a travel control device for controlling travel of a vehicle, and when brake control is performed during execution of ACC that causes the vehicle to travel following a preceding vehicle, Until the brake control is completed, coasting control for causing the vehicle to travel with inertia is not started.

  According to the present invention, driver discomfort can be reduced, and collision with a preceding vehicle can be avoided.

It is a block diagram which shows an example of a structure of the vehicle containing the traveling control apparatus which concerns on this Embodiment. It is a block diagram which shows an example of a structure of the traveling control apparatus which concerns on this Embodiment. It is a figure which shows an example of the road gradient information and driving schedule in a 1st road. It is a figure which shows an example of the road gradient information and driving schedule in a 2nd road. It is a flowchart which shows an example of operation | movement of the traveling control apparatus which concerns on this Embodiment.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

<Example of configuration of vehicle 1>
First, the configuration of the vehicle 1 including the travel control device 100 according to the present embodiment will be described. FIG. 1 is a block diagram illustrating an example of a configuration of a vehicle 1 including a travel control device 100 according to the present embodiment. In the following, the illustration and explanation will be made with a focus on the parts related to the travel control device 100.

  Further, in the present embodiment, as an example, the case where inertial traveling is neutral inertial traveling (hereinafter also referred to as N coasting) in which the gear stage of the transmission is neutral will be described as an example, but the present invention is not limited thereto. Alternatively, free-run coasting may be used. Neutral coasting is coasting that is performed by supplying fuel to the engine with the power transmission path clutch disengaged and the engine disconnected from the wheels, while free-run coasting is a power transmission path clutch. This is an inertia running performed by stopping the supply of fuel to the engine in a state where the engine is disconnected from the wheel.

  Hereinafter, the control for causing the vehicle 1 to execute N coasting is referred to as “N coasting control”.

  A vehicle 1 shown in FIG. 1 is, for example, a large vehicle such as a truck equipped with an inline 6-cylinder diesel engine.

  As shown in FIG. 1, a vehicle 1 includes a drive system for driving the vehicle, and includes an engine 3, a clutch 4, a transmission (transmission) 5, a propulsion shaft (propeller shaft) 6, and a differential device (differential gear) 7. , A drive shaft 8 and wheels 9.

  The power of the engine 3 is transmitted to the transmission 5 via the clutch 4, and the power transmitted to the transmission 5 is further transmitted to the wheels 9 via the propulsion shaft 6, the differential device 7, and the drive shaft 8. Communicated. Thereby, the motive power of the engine 3 is transmitted to the wheels 9 and the vehicle 1 travels.

  Moreover, the vehicle 1 has the braking device 40 as a structure of the braking system which stops a vehicle. The braking device 40 includes a foot brake 41 that provides resistance to the wheels 9, a retarder 42 that provides resistance to the propulsion shaft 6, and an exhaust brake 43 that applies load to the engine.

  Further, the vehicle 1 includes an automatic traveling device 2 as a configuration of a control system that controls traveling of the vehicle 1. The automatic travel device 2 is a device that automatically controls the output of the engine 3, the connection / disconnection of the clutch 4, and the speed change of the transmission 5 to automatically travel the vehicle 1, and includes a plurality of control devices.

  Specifically, the automatic travel device 2 includes an engine ECU (engine control device) 10, a power transmission ECU (power transmission control device) 11, a target vehicle speed setting device 13, an increase / decrease value setting device 14, and road information acquisition. It has the apparatus 20, the vehicle information acquisition apparatus 30, and the traveling control apparatus 100.

  The engine ECU 10, the power transmission ECU 11, and the travel control device 100 are connected to each other via an in-vehicle network and can transmit and receive necessary data and control signals to and from each other.

  The engine ECU 10 controls the output of the engine 3. The power transmission ECU 11 controls the connection and disconnection of the clutch 4 and the shift of the transmission 5.

  The target vehicle speed setting device 13 sets the target vehicle speed V (see FIGS. 3 and 4) when the vehicle 1 is traveling automatically in the travel control device 100.

  The increase / decrease value setting device 14 sets the speed decrease value −V1 and the speed increase value + V1 when the vehicle 1 is traveling automatically in the travel control device 100. These values V, −V1 and + V1 are parameters used for the automatic traveling of the vehicle 1.

  The target vehicle speed setting device 13 and the increase / decrease value setting device 14 include, for example, an information input interface such as a display with a touch panel arranged on the dashboard (not shown) of the driver's seat, and accept the setting of the parameters from the driver. The target vehicle speed V, the speed decrease value −V1, and the speed increase value + V1 are appropriately referred to as “setting information”.

  The road information acquisition device 20 acquires road information indicating road conditions and the current position of the vehicle 1 and outputs the road information to the travel control device 100. For example, the road information acquisition device 20 includes a current position acquisition device 21 that is a receiver of a satellite positioning system (GPS), a weather acquisition device 22 that acquires weather during traveling, and surroundings such as a preceding vehicle and a parallel running vehicle. And a surrounding sensor 23 that detects a difference in vehicle speed and a vehicle speed difference.

  The road information preferably includes road gradient information indicating the gradient of each point on the road in consideration of a travel schedule generated by the travel control device 100 (the travel control unit 120 in FIG. 2). The road gradient information is, for example, data describing the altitude (road altitude) of the corresponding position in association with the horizontal position (latitude / longitude information, etc.) of each place on the road.

  The vehicle information acquisition device 30 acquires vehicle information indicating the operation content of the driver and the state of the vehicle 1 and outputs the vehicle information to the travel control device 100. For example, the vehicle information acquisition device 30 includes the accelerator sensor 31 that detects the amount of depression of the accelerator pedal, the brake switch 32 that detects whether or not the brake pedal is depressed, the shift lever 33, the turn signal switch 34, and the speed of the vehicle 1. A vehicle speed sensor 35 for detection is included.

  The travel control device 100 generates a travel schedule including driving travel and N coasting based on the above setting information, road information, and vehicle information. The drive travel is travel in which the vehicle 1 travels by driving the wheels 9 with a drive system. N coasting is traveling in which the vehicle 1 travels using inertial force without driving the wheels 9 by the drive system.

  Then, the travel control device 100 controls each part of the vehicle 1 so that the vehicle 1 travels according to the generated travel schedule.

  Although not shown, the engine ECU 10, the power transmission ECU 11, and the travel control device 100 are, for example, a CPU (Central Processing Unit), a storage medium such as a ROM (Read Only Memory) that stores a control program, and a RAM (Random Access). And a communication circuit. In this case, for example, the function of each unit (see FIG. 2) constituting the travel control device 100 is realized by the CPU executing the control program. Note that all or a part of the engine ECU 10, the power transmission ECU 11, and the travel control device 100 may be integrally configured.

<Configuration Example of Travel Control Device 100>
Next, the configuration of the travel control device 100 will be described with reference to FIG. FIG. 2 is a block diagram illustrating an example of the configuration of the travel control device 100.

  As illustrated in FIG. 2, the travel control device 100 includes a road determination unit 110, a travel control unit 120, and a coasting prohibition control unit 130. Hereinafter, each part will be described.

  First, the road determination unit 110 will be described.

  The road determination unit 110 determines whether or not the road on which the vehicle 1 travels is a predetermined road based on the road information, and outputs determination result information indicating the determination result to the travel control unit 120. The predetermined road is a road on which the vehicle 1 can travel N, for example, a road including a downhill.

  The predetermined road includes a first road including a downhill where the vehicle 1 is accelerated and a second road including a downhill where the vehicle 1 is decelerated.

  The first road is a road including a downhill where the slope resistance Fs of the slope is smaller than the sum of the air resistance Fa to the vehicle 1 and the rolling resistance Fr to the vehicle 1 (for example, a solid line shown in FIG. 3). 211). When the vehicle 1 is made to coast N on the first road, as shown in FIG. 3, the vehicle 1 is accelerated as it is by N coasting on the downhill portion (between the position Lt and the position L2) as indicated by a solid line 212. Let it run.

  In the case of driving traveling, fuel is continuously injected during N coasting (between position L1 and position L2) (see broken line 213). However, in the case of N coasting, fuel is not injected, so fuel efficiency is improved. Can be made.

  The second road is a road including a gentle downhill in which the gradient resistance Fs is larger than the sum of the air resistance Fa and the rolling resistance Fr (see, for example, the solid line 221 shown in FIG. 4). In the case of the second road, the vehicle 1 decelerates even on a downhill. Therefore, as shown in FIG. 4, when the speed of the vehicle 1 becomes higher than a maximum speed within a predetermined range (V + V1 in FIG. 4) and falls below the maximum speed, the vehicle 1 is made to coast N times.

  In the case of driving traveling, since the speed of the vehicle 1 is controlled to match the target speed, the temporal deceleration amount is relatively large (see the broken line 223). On the other hand, in the case of N coasting, the speed of the vehicle 1 gradually decreases due to the inertial force (see the solid line 222), so that the temporal deceleration amount of the vehicle 1 can be reduced as compared with driving travel. Therefore, since the time until the speed of the vehicle 1 deviates from the predetermined range can be increased, fuel can be saved correspondingly.

  The predetermined range described above is a range of speeds that are set based on the target speed V when the vehicle 1 is traveling automatically. For example, the maximum speed is V + V1 and the minimum speed is V−V1 based on the setting information described above. Is set to be That is, a predetermined range is set from V + V1 (first speed) higher than the target speed V to V-V1 (second speed) lower than the target speed V. The predetermined range is set by the traveling control unit 120.

  The road determination unit 110 has been described above. In the present embodiment, the case where the road determination unit 110 is included in the travel control device 100 has been described as an example, but the road determination unit 110 is outside the travel control device 100 (including the outside of the vehicle 1). May be provided.

  Next, the traveling control unit 120 will be described.

  The travel control unit 120 recognizes whether the road is a predetermined road based on the determination result information from the road determination unit 110.

  In addition, the travel control unit 120 generates a travel schedule including driving travel and N coasting, and causes the vehicle 1 to travel according to the generated travel schedule based on the current position of the vehicle 1.

  For example, the traveling control unit 120 realizes traveling at a speed according to the traveling schedule by controlling the fuel injection amount of the engine 3 through the power transmission ECU 11 during driving traveling. In addition, the traveling control unit 120 disconnects the clutch 4 via the power transmission ECU 11 during N coasting. Moreover, the traveling control unit 120 appropriately controls each part of the braking device 40 to stop the vehicle 1. Details of the travel schedule will be described later with reference to FIGS.

  In addition, the traveling control unit 120 performs control to switch between driving traveling and N coasting in the generated traveling schedule.

  Specifically, the road on which the vehicle 1 travels is a predetermined road, and the speed of the vehicle 1 acquired from the vehicle speed sensor 35 is within a predetermined range (for example, a range of V−V1 to V + V1 shown in FIGS. 3 and 4). ), The traveling control unit 120 switches the vehicle 1 from driving traveling to N coasting. On the other hand, the traveling control unit 120 switches the vehicle 1 from N coasting to driving traveling when the speed of the vehicle 1 falls outside the predetermined range during N coasting.

  In addition, the traveling control unit 120 executes ACC (Adaptive Cruise Control) that causes the vehicle 1 to travel following the preceding vehicle when the surrounding sensor 23 detects the preceding vehicle (the vehicle traveling in front of the vehicle 1). To do.

  Specifically, when the vehicle speed of the preceding vehicle is equal to or lower than the target vehicle speed V, traveling control unit 120 causes vehicle 1 to travel so that the vehicle speed of vehicle 1 is the same as the vehicle speed of the preceding vehicle and the preceding vehicle follows. On the other hand, the traveling control unit 120 causes the vehicle 1 to travel at the target vehicle speed V when the vehicle speed of the preceding vehicle exceeds the target vehicle speed. In addition, the traveling control unit 120 returns the vehicle speed of the vehicle 1 to the target vehicle speed V when the preceding vehicle is no longer detected.

  Moreover, during execution of ACC, the traveling control unit 120 executes brake control according to the inter-vehicle distance between the vehicle 1 and the preceding vehicle. For example, the traveling control unit 120 operates an auxiliary brake (for example, retarder 42 and exhaust brake 43) or a main brake (for example, foot brake 41) included in the braking device 40, and decelerates the vehicle 1.

  As described above, the traveling control unit 120 according to the present embodiment can switch and execute the N coasting control and the ACC. The N coasting control and the ACC are executed by the traveling control unit 120, but their control logics are different from each other.

  In addition, traveling control unit 120 sequentially outputs traveling mode information indicating whether or not ACC is being performed to coasting prohibition control unit 130. The traveling control unit 120 may sequentially output traveling mode information indicating whether or not N coasting is being performed to the coasting prohibition control unit 130.

  In addition, if the traveling control unit 120 receives coasting prohibition instruction information (details will be described later) from the coasting prohibition control unit 130 during execution of ACC and brake control, even if the N coasting start condition is satisfied, During the execution of the brake control, the vehicle 1 is controlled so as not to start N coasting.

  The travel control unit 120 has been described above.

  Next, the coasting prohibition control unit 130 will be described.

  The coasting prohibition control unit 130 recognizes whether ACC is being executed based on the travel mode information from the travel control unit 120.

  In addition, when the coasting prohibition control unit 130 determines that the brake control is performed because the inter-vehicle distance is less than the predetermined distance (the vehicle 1 is too close to the preceding vehicle) during execution of the ACC, the N coasting control is performed. The traveling control unit 120 is controlled so as not to start. Specifically, coasting prohibition control unit 130 outputs coasting prohibition instruction information for instructing prohibition of start (execution) of N coasting to traveling control unit 120 while brake control is being performed. Thereby, as above-mentioned, the traveling control part 120 controls the vehicle 1 not to start N coasting during execution of brake control.

  In addition, as shown in FIG. 1, when the vehicle 1 includes both an auxiliary brake (for example, the retarder 42 and the exhaust brake 43) and a main brake (foot brake 41), the main brake operates after the auxiliary brake. Therefore, the vehicle speed sensor 35 detects the deceleration caused by the operation of the auxiliary brake first. Therefore, when the vehicle 1 includes both the auxiliary brake and the main brake, the coasting prohibition control unit 130 controls the traveling control unit 120 not to start the N coasting control when the auxiliary brake is activated.

  The coasting prohibition control unit 130 has been described above.

<Example of travel schedule>
Next, an example of a travel schedule used by the travel control unit 110 will be described in detail with reference to FIGS. 3 and 4. FIG. 3 is a diagram illustrating an example of road gradient information and a travel schedule on the first road. FIG. 4 is a diagram illustrating an example of road gradient information and a travel schedule on the second road.

  For example, the travel control unit 120 sequentially generates a travel schedule for a predetermined time length from the current time or for a predetermined travel distance from the current position of the vehicle 1 at regular intervals.

  First, an example of a travel schedule on the first road including a downhill where the vehicle 1 is accelerated will be described.

  In this travel schedule, for example, a travel average speed is a target speed V, an allowable maximum speed in N coasting is Vmax = V + V1 or less, and an allowable minimum speed in N coasting is Vmin = V−V1 or more. Generated to satisfy the condition.

  The travel control unit 120 generates a travel schedule that actively performs N coasting based on the road gradient information. Further, the traveling control unit 120 switches from driving traveling to N coasting in front of the vertex position on the condition that the speed of the vehicle 1 is equal to or higher than the allowable minimum speed Vmin at the vertex position where the road turns from the uphill to the downhill. A travel schedule including contents is generated.

  As shown in FIG. 3, the road gradient information includes information indicating the road altitude for each horizontal distance (distance) from the current position L0 of the vehicle 1 as indicated by a solid line 211 in FIG. 3, for example. The horizontal distance from the current position L0 of the vehicle 1 can be replaced with the elapsed time from the current time. Also, the road elevation can be replaced with a road gradient from the relationship with the preceding and following road elevations. The road gradient information of the solid line 211 indicates that the current position L0 of the vehicle 1 is in the middle of an uphill, and a downhill exists immediately after the uphill.

  For example, the traveling control unit 120 sequentially determines whether or not there is a portion (top of the slope) that turns from an uphill to a downhill within a predetermined distance range ahead of the road based on the road gradient information. To do.

  Then, when the top of the slope exists, the traveling control unit 120 determines whether the top of the slope can be exceeded with N coasting when switching to N coasting at a position L1 immediately after the current position L0. That is, the traveling control unit 120 calculates whether or not the speed at the top of the slope is equal to or higher than the allowable minimum speed Vmin. The travel control unit 120 performs this calculation based on the current speed V0, the travel resistance coefficient of the vehicle 1 obtained in advance through experiments or the like, and road gradient information.

  When switching to N coasting on the uphill, the speed of the vehicle 1 decreases rapidly. However, when the speed is high or the distance to the top is short enough to maintain the speed equal to or higher than the allowable minimum speed Vmin (V-V1) at the position approaching the downhill, Even when the vehicle is switched to coasting, it is possible to satisfy the traveling condition that the minimum speed in N coasting is equal to or higher than the allowable minimum speed Vmin.

  If the traveling control unit 120 determines that the top of the hill can be exceeded while N coasting, for example, the traveling control unit 120 switches to N coasting immediately after the position L1, and the speed ranges from the allowable minimum speed Vmin to the allowable maximum speed Vmax, that is, ( It is determined to maintain N coasting from position (V−V1) to position L2 that deviates from the range of (V + V1). Then, as indicated by a solid line 212 on the lower side of FIG. 3, the travel control unit 120 generates a travel schedule that switches to N coasting at position L1 and maintains N coasting to position L2.

  Specifically, the travel control unit 120 uses, for example, the following equation (1) to estimate the speed at the top position Lt when the vehicle 1 performs N coasting to the top position Lt (hereinafter “top estimation”). Vt is calculated.

  Here, M is the current vehicle weight of the vehicle 1, g is the gravitational acceleration, h0 is the altitude of the current position L0 of the vehicle 1, ht is the altitude of the top position Lt, μ is the rolling resistance coefficient of the vehicle 1, and Δx is the current position. The horizontal distance (path) from L0 to the top position Lt, θ is the average gradient of the N coasting portion, and V0 is the speed of the vehicle 1.

  Then, when the calculated summit estimated vehicle speed Vt is equal to or higher than the set allowable minimum speed Vmin, the traveling control unit 120 maintains this when N coasting, and switches to N coasting when driving. To decide. That is, the travel control unit 120 generates a travel schedule as shown by a solid line 212 in FIG. 3, for example, and controls the vehicle 1 according to the travel schedule.

  Such a travel schedule including the N coasting section determined based on the road gradient information effectively improves the fuel efficiency of the vehicle 1. In addition, by driving the vehicle 1 according to the travel schedule, the driver does not need to perform successive accelerator operations.

  The example of the travel schedule on the first road has been described above.

  Next, a travel schedule on the second road including a downhill where the vehicle 1 decelerates will be described.

  Such a travel schedule is generated, for example, so as to satisfy the travel condition that the allowable maximum speed in N coasting is Vmax = V + V1 or less and the allowable minimum speed in N coasting is Vmin = V or more.

  Based on the road information, the traveling control unit 120, on the condition that after the road turns from a steep downhill to a gentle downhill, the speed is the allowable maximum speed Vmax or less and the allowable minimum speed Vmin or more. A travel schedule including contents to switch from driving travel to N coasting is generated.

  As shown in FIG. 4, the road gradient information includes information indicating the road elevation for each horizontal distance (road) from the current position L0 of the vehicle 1, for example, as indicated by the solid line 221 on the upper side of FIG. 4. The road gradient information of the solid line 221 indicates that the current position L0 of the vehicle 1 is in the middle of a steep downhill, and the position L3 is a portion that turns from a steep downhill to a gentle downhill.

  The traveling control unit 120 sequentially determines whether or not there is a portion that turns from a steep downhill to a gentle downhill within a predetermined distance range ahead of the road based on the road gradient information. Then, when the portion is present, traveling control unit 120 determines whether the speed falls within the range of V + V1 to V after turning to a gentle downhill or after turning to a gentle downhill. . When the speed is within the range, the traveling control unit 120 shifts from driving to N coasting at a position L3 where the vehicle turns from a steep downhill to a gentle downhill, or at a position where the speed becomes V + V1 or less after the position L3. Switching (see solid line 222).

  As shown by the solid line 222 in FIG. 4, the traveling control unit 120 generates a traveling schedule that switches from the position L3 to the N coasting and maintains the N coasting to the position L4 where the allowable minimum speed V is reached.

  As a result, the speed of the vehicle 1 is decelerated, but since the amount of deceleration is small compared to the speed in driving travel, the time until the speed reaches V, which is the minimum speed, is increased accordingly. That is, since the N coasting time can be lengthened, the fuel consumption during that time is improved.

  The example of the travel schedule on the second road has been described above.

<Operation Example of Travel Control Device 100>
Next, an operation of the travel control device 100 (an operation for controlling the travel of the vehicle 1; hereinafter also referred to as a travel control operation) will be described. FIG. 5 is a flowchart illustrating an example of the operation of the travel control device 100. The flow shown in FIG. 5 is started at the start of execution of ACC, for example.

  First, the coasting prohibition control unit 130 determines whether or not the brake control is executed when the inter-vehicle distance is less than the predetermined distance (step S101). For example, the coasting prohibition control unit 130 determines that the brake control is executed when the vehicle speed decreases.

  If the result of determination in step S101 is that brake control is not being executed (step S101: NO), the process transitions to step S104 described later. In this case, coasting prohibition instruction information is not output from coasting prohibition control unit 130 to traveling control unit 120.

  On the other hand, when the brake control is executed as a result of the determination in step S101 (step S101: YES), the process proceeds to step S102. In this case, coasting prohibition control unit 130 outputs coasting prohibition instruction information to travel control unit 120.

  Next, the traveling control unit 120 that has received the coasting prohibition instruction information does not start the N coasting control while executing the brake control (even if the N coasting start condition is satisfied during that time). That is, the traveling control unit 120 controls the vehicle 1 so as not to start (execute) N coasting (step S102).

  The control in step S102 is performed until the execution of the brake control is completed. That is, when the brake control has not ended (step S103: NO), the process returns to step S102. On the other hand, when the brake control is finished (step S103: YES), the process proceeds to step S104.

  Next, the coasting prohibition control unit 130 determines based on the signal received from the surrounding sensor 23 whether or not a preceding vehicle being followed is detected (step S104).

  If the preceding vehicle is detected as a result of the determination in step S104 (step S104: YES), the process returns to step S101. In this case, the vehicle 1 continues to follow the preceding vehicle.

  On the other hand, when the preceding vehicle is no longer detected as a result of the determination in step S104 (step S104: NO), the process transitions to step S105. In this case, the vehicle speed of the vehicle 1 returns to the target vehicle speed V because the preceding vehicle is no longer detected.

  Next, the road determination unit 110 determines whether or not the road is a predetermined road (step S105). The determination result is notified from the road determination unit 110 to the travel control unit 120.

  Next, the traveling control unit 120 determines whether or not to start N coasting (step S106). For example, the traveling control unit 120 determines to start N coasting when the road is a predetermined road and the speed of the vehicle 1 is within a predetermined range. On the other hand, when the road is not a predetermined road or when the speed of the vehicle 1 is not within the predetermined range, the traveling control unit 120 determines that N coasting is not started.

  As a result of the determination in step S106, when N coasting is not started (step S106: NO), the series of processing ends. In this case, driving traveling is performed.

  On the other hand, when N coasting is started as a result of the determination in step S106 (step S106: YES), the process transitions to step S107.

  Next, the traveling control unit 120 performs N coasting control (step S107). Thereby, the vehicle 1 starts N coasting.

  Heretofore, an example of the operation of the travel control device 100 has been described.

  As described in detail, according to the present embodiment, when the brake control is executed during the ACC execution, the N coasting control is controlled so as not to start until the brake control is finished. Thus, coasting control is not started during deceleration by brake control during ACC execution, so that G loss can be prevented and driver discomfort can be reduced. Further, the release of the brake control due to the start of coasting control can be prevented, and the collision between the host vehicle and the preceding vehicle can be avoided.

  Note that the above-described embodiment is merely an example of implementation in carrying out the present invention, and does not limit the technical scope of the present invention. That is, the present invention can be implemented in various forms without departing from the gist or the main features thereof.

<Summary of this disclosure>
The travel control device according to the present invention includes a travel control unit that switches between an ACC that causes a vehicle to travel following a preceding vehicle, and a coasting control that causes the vehicle to travel by inertia, and a brake that is applied during the execution of the ACC. A coasting prohibiting control unit configured to control the traveling control unit so as not to start the coasting control until the brake control is terminated when the control is executed.

  In the travel control device, the brake control may be executed by operating either the auxiliary brake or the main brake.

  In the travel control device, when the vehicle includes both an auxiliary brake and a main brake, the coasting prohibition control unit is configured to execute the brake control by operating the auxiliary brake during the execution of the ACC. The travel control unit may be controlled so that the coasting control is not started until the brake control is completed.

  In the travel control device, the travel control unit drives the travel of the vehicle when the road on which the vehicle travels is a predetermined road on which inertial travel is possible and the speed of the vehicle is within a predetermined range. While switching from coasting to coasting, when the road is no longer the predetermined road during coasting, or the vehicle speed is out of the predetermined range, the vehicle travels from coasting. You may switch to the said driving | running | working driving | running | working.

  The travel control apparatus may further include a road determination unit that determines whether or not the road is the predetermined road.

  The vehicle of this invention is provided with the said travel control apparatus.

  The travel control method of the present invention is a travel control method of a travel control device for controlling travel of a vehicle, and when brake control is performed during execution of ACC that causes the vehicle to travel following a preceding vehicle, Until the brake control is completed, coasting control for causing the vehicle to travel with inertia is not started.

  The present disclosure is useful for a travel control device, a vehicle, and a travel control method for controlling travel of the vehicle.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Automatic traveling device 3 Engine 4 Clutch 5 Transmission 6 Propulsion shaft 7 Differential device 8 Drive shaft 9 Wheel 10 ECU for engine
11 Power transmission ECU
DESCRIPTION OF SYMBOLS 13 Target vehicle speed setting apparatus 14 Increase / decrease value setting apparatus 20 Road information acquisition apparatus 21 Current position acquisition apparatus 22 Weather acquisition apparatus 23 Ambient sensor 30 Vehicle information acquisition apparatus 31 Accelerator sensor 32 Brake switch 33 Shift lever 34 Turn signal switch 35 Vehicle speed sensor 40 Braking Device 41 Foot brake 42 Retarder 43 Exhaust brake 100 Travel control device 110 Road determination unit 120 Travel control unit 130 coasting prohibition control unit

Claims (7)

A traveling control unit that switches and executes ACC that causes the vehicle to travel following the preceding vehicle and coasting control that causes the vehicle to travel inertially;
When the brake control is executed during the execution of the ACC, the coasting prohibition control unit that controls the running control unit so as not to start the coasting control until the brake control is ended;
A travel control device comprising: The brake control is executed by operating either the auxiliary brake or the main brake.
The travel control device according to claim 1. If the vehicle comprises both an auxiliary brake and a main brake,
The coasting prohibition control unit
When the brake control is executed by the operation of the auxiliary brake during the execution of the ACC, the traveling control unit is controlled so as not to start the coasting control until the brake control ends.
The travel control apparatus according to claim 1 or 2. The travel controller is
When the road on which the vehicle travels is a predetermined road on which inertial traveling is possible and the speed of the vehicle is within a predetermined range, the traveling of the vehicle is switched from driving traveling to inertial traveling, while during the inertial traveling, When the road is no longer the predetermined road, or when the speed of the vehicle is out of the predetermined range, the driving of the vehicle is switched from the inertia driving to the driving driving.
The travel control device according to any one of claims 1 to 3. A road determination unit for determining whether or not the road is the predetermined road;
The travel control device according to claim 4. The travel control device according to any one of claims 1 to 5 is provided.
vehicle. A travel control method for a travel control device for controlling travel of a vehicle,
When brake control is executed during the execution of ACC that causes the vehicle to follow the preceding vehicle, coasting control that causes the vehicle to run in inertia is not started until the brake control ends. ,
Travel control method.

Images