JP2001171389A - Vehicular travel control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To control travel motion appropriately in preceding-vehicle follow-up control and constant-speed control, by considering a possible lane change of a preceding vehicle in an adjacent traffic lane and posing no discomfort to the driver. SOLUTION: Image information on a preceding vehicle in an adjacent traffic lane as an output of an image processor 3 is used in recognizing the adjacent preceding vehicle, in detecting a turn indicator operation thereof, the approach thereof to the traffic lane where the associated vehicle runs, a decrease in width of the adjacent traffic lane, and the like, and in calculating the degree of recognition that expresses the possibility that the adjacent preceding vehicle will change to the associated-vehicle traffic lane, or the degree of confidence that derives from the calculated degree of recognition and shows actual influence on the associated vehicle. In dependence on the calculated degree of recognition or confidence, target driveshaft torque, target acceleration/deceleration, a target inter-vehicle distance, an acceleration limiting value, an inter-vehicle time, an inter-vehicle distance and the like are corrected in a follow-up travel control system or in a constant-speed control system, which then offers optimal travel control with an interrupt of the adjacent preceding vehicle taken into consideration.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a travel control system for a vehicle that recognizes a preceding vehicle and follows the vehicle while maintaining a constant inter-vehicle distance, or travels at a constant speed while maintaining the vehicle speed set by the driver. About.

[0002]

2. Description of the Related Art As conventional vehicle travel control devices, for example, Japanese Patent Application Laid-Open No. Hei 6-23433 (hereinafter, referred to as a first conventional example) and Japanese Patent Application Laid-Open No. Hei 10-95246 (hereinafter, referred to as a second conventional example). ), JP-A-7-334790 (hereinafter, referred to as
There is known one described in Japanese Patent Application Laid-Open No. 9-223235 (hereinafter, referred to as a fourth conventional example).

In the first conventional example, when the vehicle speed is high,
The target vehicle speed of the vehicle is set so as to secure the safe inter-vehicle distance set from the relationship between the data on the operation of the brake and the data on the actual deceleration of the vehicle caused by the data,
There is disclosed an automobile traveling control device that performs vehicle speed control to achieve the target vehicle speed, sets a target inter-vehicle distance when the vehicle speed is low, and controls the vehicle speed to achieve the target inter-vehicle distance. ing.

[0004] In the second prior art, when the own vehicle changes lanes, the movement to the corresponding lane is detected when a direction is indicated by the driving direction instructing means. A method and apparatus for controlling the speed of a vehicle that accurately performs switching of a control target when changing lanes by performing prediction and setting a target acceleration in consideration of a preceding vehicle on the lane side to be changed is disclosed. It has been disclosed.

Further, in a third conventional example, when an approach to a junction is recognized from electronic map information or the like, a merging prediction device for predicting a merging vehicle from the behavior of a preceding vehicle or recognizing the presence of a merging vehicle. And a travel control device using the same. Furthermore, in the fourth conventional example, a yaw angle of a vehicle running in an adjacent lane is detected by image recognition, and an interrupting vehicle that is trying to interrupt the own vehicle traveling lane based on the detected yaw angle is used. A vehicle recognizing device that determines that there is a vehicle is disclosed.

[0006]

However, in the first conventional example, only the preceding vehicle in the own vehicle traveling lane is recognized, but the preceding vehicle in the adjacent lane is not recognized. No consideration is given to the interruption of the preceding vehicle from the lane, and the vehicle is recognized as the preceding vehicle only when interrupted from the adjacent lane. There is.

In the second conventional example, when the own vehicle changes lanes to an adjacent lane, the own vehicle approaches a white line on the boundary with the adjacent lane after giving a direction instruction, so that the leading lane of the adjacent lane is changed. The vehicle that generates the minimum target acceleration is selected as a control target in consideration of the vehicle, and the vehicle speed is controlled based on the selected target acceleration. No consideration.

Further, in the third prior art example, when approaching the junction of the road, the presence or absence of the junction at the junction is predicted from the behavior of the preceding vehicle, and the actual junction is recognized. However, there is an unsolved problem that it is not possible to accurately recognize a merging vehicle because there are many misrecognitions and non-recognitions. Furthermore, in the fourth conventional example, the inclination of the traveling direction of the preceding vehicle traveling on the adjacent lane is detected by image processing. Although lane change can be recognized, control start such as deceleration of own vehicle,
Since the lane change is recognized after the inclination of the traveling direction of the preceding vehicle in the adjacent lane becomes equal to or more than a predetermined value, there is an unsolved problem that the response to the interrupting vehicle is delayed.

In addition, the inter-vehicle distance between the preceding vehicle in the own-vehicle driving lane and the inter-vehicle distance between the adjacent lane and the vehicle that is likely to interrupt the own-vehicle driving lane is determined. However, in this case, a phenomenon occurs in which the preceding vehicle recognized by the driver differs from the preceding vehicle recognized by the control system, and the control system tries to achieve this. However, there is an unsolved problem that the driver may feel uncomfortable or be forced to override the control for increasing the inter-vehicle distance.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned unresolved problems of the prior art. It is an object of the present invention to provide a traveling control device for a vehicle that can perform traveling control without giving a sense of discomfort to a driver.

[0011]

According to a first aspect of the present invention, there is provided a vehicle travel control device comprising: a vehicle speed detecting means for detecting a vehicle speed; and a target vehicle speed detected by the vehicle speed detecting means. A vehicle driving control device including braking / driving force control means for controlling either the braking force or the driving force so as to match either the target vehicle speed based on the inter-vehicle distance or the set vehicle speed. The adjacent preceding vehicle can change lanes to the own vehicle lane by detecting any of the lane change notice of the preceding vehicle traveling in the adjacent driving lane, the approach amount to the own vehicle driving lane, and the decrease in the width of the adjacent driving lane. And a correction means for correcting the braking / driving force control in the braking / driving force control means based on the recognition degree calculated by the recognition degree calculating means. Specially It is set to.

According to the first aspect of the present invention, the degree of possibility that the preceding vehicle traveling in the adjacent traveling lane adjacent to the traveling lane of the own vehicle changes lanes to the own vehicle traveling lane by the recognition degree calculating means. The lane change notice of the blinker of the adjacent preceding vehicle is detected by, for example, image processing, or the approaching distance to the own vehicle traveling lane is detected by, for example, image processing. When the decrease is detected, it is determined that there is a high possibility that the adjacent preceding vehicle will change lanes to the own vehicle traveling lane, and a relatively large recognition degree is calculated. Is corrected. For this reason, before the adjacent preceding vehicle interrupts the own vehicle traveling lane, the traveling control that predicts this is reliably performed.

According to a second aspect of the present invention, there is provided a vehicle traveling control device, comprising: a vehicle speed detecting means for detecting the own vehicle speed; and a target vehicle speed based on a target inter-vehicle distance and a set vehicle speed detected by the vehicle speed detecting means. And a braking / driving force control means for controlling either the braking force or the driving force so as to match the vehicle driving lane. And a recognition degree calculating means for calculating the degree of possibility that the adjacent preceding vehicle will change lanes to the own vehicle traveling lane. A certainty factor calculating means for calculating a certainty factor indicating the degree of influence when the lane is changed to a vehicle lane; and correcting the braking / driving force control in the braking / driving force control means based on the certainty factor calculated by the certainty factor calculating means. Correction means and It is characterized in that it comprises.

[0014] In the invention according to claim 2, the behavior of the preceding vehicle traveling in the adjacent lane is determined by the recognition degree calculating means.
For example, by recognizing a turn signal or recognizing that the vehicle is approaching or approaching the own vehicle traveling lane, the degree of recognition is calculated according to the degree of lane change. Using this recognition degree and a plurality of pieces of information such as an inter-vehicle distance to a preceding vehicle and a relative speed,
A certainty factor is calculated by the certainty factor calculating means to more accurately determine the degree and possibility of the preceding vehicle in the adjacent lane changing lanes to the own vehicle traveling lane. By correcting the braking / driving force control of the braking / driving force control means on the basis of the certainty, optimal traveling control is performed for the interrupted vehicle from the adjacent lane.

Further, in the vehicle traveling control device according to claim 3, in the invention according to claim 1 or 2, the recognition degree calculating means includes image information forming means for forming image information of an adjacent preceding vehicle; A lane change recognizing means for recognizing a lane change of an adjacent preceding vehicle when the direction indicating means of the preceding vehicle traveling in the adjacent lane is instructing direction based on the preceding vehicle image information formed by the image information forming means; When the lane change recognizing means recognizes a lane change of an adjacent preceding vehicle, the lane change recognizing means is provided with a recognizing degree selecting means for setting a recognizing degree of a predetermined value.

According to the third aspect of the invention, when the preceding vehicle traveling in the adjacent lane gives a direction instruction to the own vehicle traveling lane by the direction instructing means, the recognition degree is changed from "0" to less than "1", for example. By setting the predetermined value, the lane change of the preceding vehicle in the adjacent lane to the own vehicle traveling lane side can be surely recognized earlier. Furthermore, in the vehicle traveling control device according to a fourth aspect, in the invention according to the first or second aspect, the recognition degree calculating unit includes: an image information forming unit that forms image information of an adjacent preceding vehicle; A lane change detecting unit that detects an approaching amount or an approaching amount of the preceding vehicle traveling on the adjacent lane to the own vehicle traveling lane based on the preceding vehicle image information formed by the forming unit; A recognition degree calculating means for calculating a recognition degree based on the approach amount or the approach amount.

According to the fourth aspect of the present invention, since the approaching or approaching of the preceding vehicle to the own vehicle traveling lane is recognized based on the image information of the preceding vehicle traveling in the adjacent lane, the preceding vehicle in the adjacent lane is divided. Can be reliably recognized. Still further, according to a fifth aspect of the present invention, in the vehicle travel control device according to the first aspect, the recognition degree calculating means is configured to determine the degree of recognition based on a deviation between an inter-vehicle distance to a preceding vehicle and an inter-vehicle target in an adjacent traveling lane. The feature is that the degree of recognition is calculated based on one variable and a second variable based on the distance to the width reduction point based on the road information.

In the invention according to claim 5, when the presence of a preceding vehicle traveling in an adjacent lane is recognized, and when the width of the traveling road is recognized from road information such as electronic map information, the width of the road is reduced. Therefore, it is possible to reliably recognize that the preceding vehicle is going to cut in. According to a sixth aspect of the present invention, in the vehicle travel control device according to the second aspect, the recognition degree calculating unit includes an image information forming unit that forms image information of an adjacent preceding vehicle, and the image information forming unit. A lane change recognizing means for recognizing a lane change of an adjacent preceding vehicle when the direction indicating means of the preceding vehicle traveling on the adjacent lane is instructing based on the formed preceding vehicle image information; When the lane change of the adjacent preceding vehicle is recognized, a recognition level selecting unit that sets a first recognition level of a predetermined value, and the adjacent lane is determined based on the preceding vehicle image information formed by the image information forming unit. A lane change detecting means for detecting an approaching amount or an approaching amount of the preceding vehicle to the own vehicle traveling lane, and a recognition for calculating a second recognition degree based on the approaching amount or the approaching amount detected by the lane change detecting means. Degree calculation means It is characterized by that example.

In the invention according to claim 6, the first recognition degree based on the direction indication of the direction indication means of the adjacent preceding vehicle and the second recognition degree based on the approach amount or approach amount to the own vehicle traveling lane.
Is calculated, the lane change of the adjacent preceding vehicle can be more reliably recognized. Further, in the vehicle traveling control device according to claim 7, in the invention according to claim 6, the certainty degree calculating means includes: a first recognition degree and a second recognition degree calculated by the recognition degree calculation means; A plurality of pieces of information in the information used by the braking / driving force control means are combined to calculate a degree of certainty that a preceding vehicle in an adjacent lane is interrupting the own vehicle lane as a certainty factor. And

In the invention according to claim 7, the first recognition degree based on the direction instruction, the second recognition degree based on the approaching amount or approaching amount to the own vehicle lane, and the distance between vehicles used by the braking / driving force control means. Since the degree of actual interruption by the preceding vehicle is calculated as the certainty based on the deviation of the distance and the target inter-vehicle distance, the relative speed, and the like, the certainty that affects the traveling control according to the traveling control state of the preceding vehicle and the own vehicle. Can be calculated more accurately.

Further, the vehicle running control device according to claim 8 is a vehicle running control device according to claim 7, wherein an inter-vehicle distance detecting means for detecting an inter-vehicle distance between the own vehicle and a preceding vehicle in an adjacent lane; And a relative vehicle speed detecting means for detecting a relative vehicle speed with respect to a preceding vehicle in an adjacent lane. The certainty calculating means includes a variable based on a first recognition degree and a relative vehicle speed detected by the relative vehicle speed detecting means. And a multiplication value of the second recognition degree and a variable based on the inter-vehicle distance detected by the inter-vehicle distance detection means.

In the invention according to the eighth aspect, for example, when the inter-vehicle distance with the preceding vehicle in the adjacent lane is larger than the target inter-vehicle distance, it is determined that the influence on the traveling control at the time of the interruption is small, and the inter-vehicle distance is determined. The function value is set to a small value. Similarly, when the relative speed with the preceding vehicle in the adjacent lane is high, the relative speed function value is set to a small value, so that the preceding vehicle in the adjacent lane is approaching the own vehicle traveling lane. Is large and the degree of approach recognition is large, the confidence is small when the inter-vehicle distance to the preceding vehicle in the adjacent lane is large. When the relative speed with respect to the preceding vehicle is large or when the inter-vehicle distance is large, the certainty factor has a small value.

Still further, according to a ninth aspect of the present invention, there is provided a vehicle travel control device according to any one of the first to eighth aspects.
The braking / driving force control unit is configured to calculate a target driving force for maintaining the own vehicle speed at any of a target vehicle speed and a set vehicle speed that match the inter-vehicle distance with the target inter-vehicle distance, and the correction unit includes: It is characterized in that it is configured to make a correction to lower the target driving force.

According to the ninth aspect of the present invention, the target driving force calculated by the braking / driving force control means is reduced by the correction means based on the certainty factor. In a state where the degree of interruption is large, the driving force is reduced or a braking force is applied to set the acceleration suppression state or the deceleration state. The vehicle travel control device according to a tenth aspect of the present invention is the vehicle travel control device according to any one of the first to ninth aspects, further comprising an inter-vehicle distance detecting unit that detects an inter-vehicle distance between the host vehicle and a preceding vehicle in an adjacent lane. The braking / driving force control means is configured to calculate a target driving force for maintaining the own vehicle speed at a target vehicle speed for matching the inter-vehicle distance to the target inter-vehicle distance, and the correction means It is characterized in that the correction is made so as to lower the upper limit of the time change rate.

According to the tenth aspect of the present invention, when the preceding vehicle in the adjacent lane interrupts the own vehicle traveling lane in a large degree, the distance between the preceding vehicle in the adjacent lane and the target inter-vehicle distance is determined. By lowering the upper limit of the time rate of change of the target vehicle speed calculated as described above, the acceleration operation of the host vehicle is suppressed. The vehicle travel control device according to claim 11 is the vehicle control device according to any one of claims 1 to 8, further comprising an inter-vehicle distance detection unit that detects an inter-vehicle distance between the own vehicle and a preceding vehicle in an adjacent lane. The braking / driving force control means is configured to calculate a target driving force for maintaining the own vehicle speed at a target vehicle speed for matching the following distance to the target following distance, and the correcting means includes: This is characterized in that it is configured to perform a correction for expanding the range.

According to the eleventh aspect of the present invention, when the preceding vehicle in the adjacent lane interrupts the own vehicle traveling lane with a large degree, the target inter-vehicle distance is corrected to increase the distance between the preceding vehicle in the adjacent lane. Therefore, it is possible to interrupt the preceding vehicle in the adjacent lane without giving the driver an uncomfortable feeling. Further, in the vehicle traveling control device according to claim 12, in the invention according to claim 11, the correction means is configured to perform correction such that the inter-vehicle time used for calculating the target inter-vehicle distance becomes long. It is characterized by having.

Also in the twelfth aspect, the inter-vehicle time for calculating the target inter-vehicle distance increases, and as a result, the target inter-vehicle distance also increases. Furthermore, in the vehicle travel control device according to claim 13, in the invention according to any one of claims 9 to 12, the correction unit is configured to output the target value when the confidence calculated by the confidence calculation unit is large. It is characterized in that the inter-vehicle distance is switched from the target inter-vehicle distance to the preceding vehicle in the own vehicle lane to the target inter-vehicle distance to the preceding vehicle in the adjacent lane.

According to the thirteenth aspect of the present invention, when the preceding vehicle in the adjacent lane has a high possibility of interrupting the own vehicle traveling lane, the target inter-vehicle distance is set to the target inter-vehicle distance with respect to the preceding vehicle in the own vehicle traveling lane. By switching from the distance to the target inter-vehicle distance with respect to the preceding vehicle in the adjacent lane where interruption occurs, stable vehicle speed switching can be performed. Still further, the vehicle travel control device according to claim 14 is a vehicle drive control device according to claim 2.
The invention according to any one of the first to thirteenth aspects, wherein the correction unit is configured to perform a correction for suppressing a change amount of the certainty factor when the change factor is large.

According to the fourteenth aspect of the present invention, when the change of the certainty factor is large, if the correction means corrects the change, the change of the own vehicle speed and the like becomes large. By doing so, an excessive change in the control amount is suppressed. According to a fifteenth aspect of the present invention, in the vehicle traveling control device according to any one of the seventh to fourteenth aspects, the inter-vehicle distance detecting means determines a distance between a preceding vehicle in the own vehicle lane and a preceding vehicle in an adjacent lane. When the vehicle distance is changed to the following distance, a value interpolated smoothly in accordance with the certainty factor of the certainty factor calculating means is output to the braking / driving force control means.

According to the fifteenth aspect of the present invention, when the preceding vehicle interrupts the own vehicle traveling lane from the adjacent lane,
The inter-vehicle distance output from the inter-vehicle distance detecting means can be gradually changed from the inter-vehicle distance with the preceding vehicle in the own vehicle traveling lane to the inter-vehicle distance of the preceding vehicle in the adjacent lane according to the confidence factor. Perform smoothly.

[0031]

According to the vehicle traveling control apparatus of the first aspect, the possibility that the preceding vehicle traveling in the adjacent traveling lane adjacent to the own vehicle traveling lane is likely to change lanes and the degree of interruption are recognized. The degree calculation means calculates the degree of recognition, and in accordance with the degree of recognition, the correction means corrects the braking / driving force, and performs follow-up traveling control or constant-speed traveling control. The corrected traveling control can be performed, and the effect that it is possible to perform the traveling control appropriate for the behavior of the preceding vehicle in the adjacent traveling lane can be obtained, and the braking / driving force control system can be performed based on the degree of recognition. Is performed, it is possible to obtain an effect that the scene in which the driver is forced to be overridden can be reduced without causing excessive correction.

According to the second aspect of the invention, the recognition degree calculating means calculates the degree of recognition indicating the possibility that the preceding vehicle in the adjacent driving lane will change lanes to the own vehicle driving lane. At the same time, the degree of certainty that accurately grasps the behavior of the vehicle in the adjacent lane is calculated by the certainty calculating means using the degree of recognition and the information of the inter-vehicle distance and the relative speed of the vehicle ahead of the own lane. Then, since the braking / driving force control of the braking / driving force control means for performing the following traveling control or the constant-speed traveling control is corrected according to the certainty factor, the traveling control corrected to a characteristic with less discomfort to the driver is performed. The driver can accurately recognize the interruption of the preceding vehicle in the adjacent lane to the driving lane using the certainty factor, correct the braking / driving force control means appropriately, and override the driver. Control Effect that can be.

Further, according to the vehicle traveling control device of the third aspect, since the adjacent lane vehicle recognizing means recognizes the direction indication by the direction indicating means of the preceding vehicle in the adjacent lane, the preceding vehicle in the adjacent lane interrupts. When the intention to perform is indicated by a direction instruction, the braking / driving control means can be corrected before entering the own vehicle lane, and the control state of the braking / driving control means is prevented from suddenly changing, and the braking force is prevented. In addition, it is possible to obtain an effect that the change amount of the driving force is reduced and the interrupt control can be performed without giving the driver a feeling of strangeness.

Further, according to the vehicle traveling control device of the fourth aspect, the adjacent lane vehicle recognizing means recognizes the degree to which the preceding vehicle traveling in the adjacent lane approaches or enters the own vehicle traveling lane. And the braking / driving force control means can smoothly correct the degree to which the preceding vehicle in the adjacent lane enters the own vehicle traveling lane, thereby suppressing a sudden change in the control amount of the braking / driving force control means. As a result, it is possible to improve the ride comfort and to suppress the driver from feeling uncomfortable.

Further, according to the vehicle traveling control device of the fifth aspect, the adjacent lane vehicle recognizing means recognizes the presence of the preceding vehicle in the adjacent lane and the width of the preceding road from the electronic map information and the like. When the reduction is recognized, the interrupt control can be performed in advance by the braking / driving force control means, and the effect that smooth running control can be performed without giving a sense of incongruity to the driver is obtained. .

Further, according to the vehicle traveling control device of the sixth aspect, the recognition degree calculating means sets the first recognition degree based on the direction instruction of the direction indicating means of the adjacent preceding vehicle and the own vehicle traveling lane. The second recognition degree based on the approaching amount or the approaching amount of the vehicle is calculated. Therefore, by combining the two recognition degrees, the recognition degree for the interruption of the adjacent preceding vehicle can be more accurately obtained. Is obtained.

[0037] According to the vehicle traveling control apparatus of the seventh aspect, the confidence calculating means includes the first recognition degree based on the direction instruction and the second recognition degree based on the approaching amount or approaching amount to the own vehicle traveling lane. By using the recognition degree and the information used by the braking / driving force control device, it is possible to calculate an accurate certainty that indicates the degree to which the preceding vehicle in the adjacent lane interrupts the own vehicle traveling lane. Therefore, it is possible to accurately correct the characteristics of the traveling control by the braking / driving force control means.

Further, according to the vehicle traveling control apparatus of the eighth aspect, when the inter-vehicle distance between the vehicle ahead of the adjacent lane and the target inter-vehicle distance is large, the influence on the traveling control at the time of interruption is small. Judgment makes the inter-vehicle distance function value a small value, and similarly, when the relative speed with the preceding vehicle in the adjacent lane is large, the relative speed function value is made a small value, so that the preceding vehicle in the adjacent lane becomes the own vehicle traveling lane. Even when the approaching degree is large and the approach recognition degree is large, if the inter-vehicle distance with the preceding vehicle in the adjacent lane is large, the confidence is a small value. When the relative speed between the own vehicle and the preceding vehicle in the adjacent lane is high or the inter-vehicle distance is large, the confidence can be set to a small value, and the interruption of the preceding vehicle in the adjacent driving lane to the own vehicle driving lane can be performed. Than There is an advantage that it is possible to really determine.

According to the ninth aspect of the invention, the correcting means corrects the target driving force calculated by the control system when performing the follow-up cruise control or the constant-speed cruise control. Therefore, when the preceding vehicle in the adjacent traveling lane is likely to interrupt the own vehicle traveling lane, the driving force is reduced, so that it is possible to avoid the approach to the preceding vehicle performing the interruption.

Further, according to the vehicle running control device of the tenth aspect, the upper limit value of the time change rate of the target vehicle speed calculated by the control system when the following running control or the constant speed running control is performed by the correction means. The acceleration of the host vehicle is limited even if the preceding vehicle in the host vehicle lane accelerates when the preceding vehicle traveling in the adjacent driving lane is likely to change lanes to the host vehicle driving lane. This makes it possible to prevent the driver from becoming loose and giving the driver an uncomfortable feeling.

Further, according to the vehicle travel control device of the eleventh aspect, when the follow-up travel control is performed by the correction means, the correction is performed so as to increase the target inter-vehicle distance calculated by the control system. When the preceding vehicle in the driving lane is about to change lanes to the own vehicle driving lane, the inter-vehicle distance with the preceding vehicle increases, so that it is possible to allow the interruption of the adjacent preceding vehicle without giving the driver a sense of incongruity. can get.

Further, according to the vehicle travel control device of the twelfth aspect, the correction means performs the following travel control, and the braking / driving force control means calculates the target inter-vehicle distance. Since the correction is made so as to lengthen the inter-vehicle time, the inter-vehicle distance with the adjacent preceding vehicle increases when the preceding vehicle traveling in the adjacent driving lane is likely to change lanes to the own vehicle driving lane, giving the driver a sense of discomfort. An effect is obtained that the interruption of the adjacent preceding vehicle can be permitted.

According to a thirteenth aspect of the present invention, when the following cruise control is performed, the target inter-vehicle distance calculated by the braking / driving force control means is set to the vehicle speed or the preceding vehicle lane. To switch from the target inter-vehicle distance calculated using the vehicle speed to the target inter-vehicle distance calculated using the vehicle speed of the vehicle traveling in the adjacent driving lane, when the preceding vehicle running in the adjacent driving lane is likely to change lanes In accordance with the degree, the following traveling control is performed in accordance with the vehicle speed of the preceding vehicle in the adjacent traveling lane, and an effect that the interruption of the adjacent preceding vehicle can be allowed without giving the driver a sense of incongruity.

Further, according to the vehicle traveling control apparatus of the present invention, when the change of the certainty factor is large, the correction means performs the correction for suppressing the change amount, so that the correction of the braking / driving force is moderate. , The behavior of the vehicle becomes smooth, and the effect of giving the driver a sense of discomfort can be reduced. Still further, according to the vehicle traveling control device of the fifteenth aspect, the inter-vehicle distance detecting means is configured to determine whether or not the inter-vehicle distance is ahead of the own vehicle traveling lane based on either the degree of recognition of the degree of recognition calculating means or the degree of certainty of the degree of confidence calculating means. When the vehicle in the adjacent driving lane does not completely interrupt the own vehicle driving lane because the value that is smoothly interpolated from the inter-vehicle distance to the inter-vehicle distance to the preceding vehicle in the adjacent driving lane is output to the braking / driving force control means. However, it is possible to obtain the effect that the smooth following control is performed, the distance between the vehicles is not excessively widened, and the state in which the driver is forced to override is reduced.

[0045]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a schematic diagram showing one embodiment of the present invention. In the drawing, reference numeral 1 denotes a vehicle, which irradiates a laser beam from a laser radar head 2a to a lower front portion of the vehicle and reflects reflected light from a preceding vehicle. A scanning type laser radar distance measuring device 2 having a microcomputer 2b capable of measuring the inter-vehicle distance between the own vehicle traveling lane and the preceding vehicle in the adjacent left and right traveling lanes by receiving light is provided. In addition, an image processing device 3 having a CCD camera 3a and a microcomputer 3b for recognizing a state of the front of the vehicle body is provided in an upper part in front of the passenger compartment.

The inter-vehicle distance sensor may measure the inter-vehicle distance using not only laser light but also radio waves or millimeter waves. The non-driven wheels 4 detect the wheel speed of the own vehicle and perform a predetermined calculation based on the detected wheel speed to obtain the vehicle speed V.
a brake sensor having a pressure control valve 8a and a microcomputer 8b for controlling the brake fluid pressure of a disc brake 7 disposed on the non-driven wheels 4 and the driven wheels 6; Hydraulic servo device 8
The throttle opening of an electronically controlled throttle valve disposed in the engine is controlled by a throttle control device 10 having a throttle actuator 10a and a microcomputer 10b for controlling the throttle actuator.

Each output signal of the laser radar distance measuring device 2, the image processing device 3, and the vehicle speed sensor 5 is supplied to the traveling control device 11, and the traveling control device 11 inputs the output signals from the laser radar distance measuring device 2. Distance L from the preceding vehicle
Is calculated at the target inter-vehicle distance L ^* .
The brake hydraulic pressure command value PB is supplied to the brake hydraulic pressure servo device 8 and the throttle control device 10 in accordance with the target driving force.
And a throttle opening command value θ are output.

The traveling control device 11 includes a microcomputer 11a and its peripheral devices, and forms a control block shown in FIG. 2 in the form of software of the microcomputer. This control block measures the time from irradiating the laser beam with the laser radar distance measuring device 2 to receiving the reflected light of the preceding vehicle, and calculates the distance L to the preceding vehicle. The vehicle speed signal processing unit 30 measures the period of the vehicle speed pulse from the vehicle speed sensor 5 to calculate the own vehicle speed VS, and the inter-vehicle distance L and the vehicle speed signal processing unit 30 calculated by the distance measurement signal processing unit 20. Own vehicle speed V
Inter-vehicle distance control section 40 of the inter-vehicle distance control means for calculating a target vehicle speed V ^* to maintain the inter-vehicle distance L to the target inter-vehicle distance L ^* on the basis of the S, the target vehicle speed V ^* calculated by the inter-vehicle distance control section 40 A vehicle speed control unit 50 for calculating a target drive shaft torque T _W ^* based on the target drive shaft torque T _W ^* calculated by the vehicle speed control unit 50, and a throttle opening command value θ _C and a brake fluid pressure command value P. Calculate _BC , and use them for the throttle control device 10 and the brake fluid pressure servo device 8
And a correction unit 70 that corrects the control value of the drive shaft torque control unit 60 based on the preceding vehicle image information of the adjacent traveling lane from the image processing device 3.

The inter-vehicle distance control unit 40 includes a vehicle speed signal processing unit 3
A target inter-vehicle distance setting unit 42 that calculates a target inter-vehicle distance L ^* between the preceding vehicle and the own vehicle based on the own vehicle speed VS input from 0, and an inter-vehicle distance L input from the ranging signal processing unit 20.
And the target inter-vehicle distance L calculated by the target inter-vehicle distance setting unit 42
An inter-vehicle distance control calculation unit 43 that calculates a target vehicle speed V ^* for making the inter-vehicle distance L equal to the target inter-vehicle distance L ^* based on ^* and the own vehicle speed VS input from the vehicle speed signal processing unit 30. .

Here, the target inter-vehicle distance setting unit 42 determines the following (1) from the own vehicle speed VS and the time T0 (inter-vehicle time) until the own vehicle reaches the position L0 [m] behind the current preceding vehicle.
The target inter-vehicle distance L ^* between the preceding vehicle and the own vehicle is calculated according to the equation. _{^{L * = V S × T0 +}} L S ............ (1) by incorporating the concept of this inter-vehicle time T0,
The inter-vehicle distance is set to increase as the vehicle speed increases. Note that L _S is the inter-vehicle distance at the time of stop secured for stopping the vehicle.

The inter-vehicle distance control calculation unit 43 further calculates a target vehicle speed V for following the vehicle while maintaining the inter-vehicle distance L at the target value L ^* based on the inter-vehicle distance L, the target inter-vehicle distance L ^*, and the relative speed ΔV. ^* Is calculated. That is, assuming that the response of the own vehicle speed V _S to the target vehicle speed V ^* can be approximated by a first-order delay system with a time constant τ _V (1 / ω), the inter-vehicle distance control system will now be described with reference to FIG. The transmission characteristic from the target inter-vehicle distance L ^* to the actual inter-vehicle distance L at this time can be expressed by the following equation (2).

[0052]

(Equation 1)

[0053] However, s is a Laplace operator, V _T is the preceding vehicle speed, K _V is a relative speed gain, K _L is the inter-vehicle distance gain. The (2) by setting the relative speed gain K _V and the inter-vehicle distance gain K _L to an appropriate value from the equation, it is possible to change the pole, the follow-up responsiveness can be a desired characteristic.

Specifically, as shown in the block diagram of FIG. 3, the deviation (L ^* −) between the target inter-vehicle distance L ^* and the actual inter-vehicle distance L is determined ^.
The value obtained by multiplying the distance control gain K _L to L), 'subtracted from the value obtained by multiplying the relative velocity gain K _V, this subtracted value and the differential value L' differential value of inter-vehicle distance L L representing the relative velocity between the own Vehicle speed V _S
, Ie, the preceding vehicle speed V _P (= L ′ + V _S ), to calculate the target vehicle speed V ^* as shown in the following equation (3).

V^*= V_P-K_L(L^*-L) -K_VL ′ (3) The vehicle speed control unit 50 receives the input target vehicle speed V^*Vehicle speed V
_STarget drive shaft torque T for matching^*Calculate
You. Specifically, as shown in the block diagram of FIG.
Marking vehicle speed V^*And own vehicle speed V_SDeviation (V^*-V_S) Speed control
Your gain K_SPAnd the driving force F_WAnd from now on
Running resistance F_DHIs subtracted from the tire radius R _WMultiply by
The target drive shaft torque T_W ^*Is calculated. here
And the running resistance F_DHIs the target driving force F_W ^*
And own vehicle speed V_SIs calculated according to the following equation (4) based on
It is.

[0056] _{F DH = H (s) M} V sV S -H (s) F W * / R W ............ (4) However, M _V vehicle weight, R _W is the tire radius. By feeding back the running resistance F _DH to the driving force F _W , the influence of the road surface gradient, the air resistance, the rolling resistance, and the like can be eliminated. This running resistance estimation, the disturbance to the control system and have been eliminated, the transfer characteristic from the target vehicle speed V ^* to host vehicle speed V _S is represented by the following equation (5).

V _S = (K _SP / M _V ) V ^* / (s + K _SP / M _V ) (5) From the equation (5), the vehicle speed control gain K _SP is set to an appropriate value. Thus, the response characteristics of the vehicle speed control system can be matched with desired characteristics. Further, the drive shaft torque control unit 60
Is the target drive shaft torque T _W calculated by the vehicle speed control unit 50.
The throttle opening command value θ _C and the brake fluid pressure command value P _BC for achieving ^* are calculated. Specifically, the torque gain of the torque converter is R _T , and the gear ratio of the automatic transmission is R _T
AT , the target drive shaft torque T when the differential gear ratio is _RDEF and the effect of engine inertia is ignored
Relationship of the engine torque command value T _EC for _W ^* can be expressed by the following equation (6).

T_EC= T_W ^*/ R_T・ R_AT・ R_DEF ... (6) And the engine torque command value T_ECGenerating slot
Torque opening command value θ_CWith the engine torque command value T_ECAnd d
Engine rotation speed N_EAnd the engine map shown in Fig. 6
Calculate with reference to. Here, the target throttle opening command
Value θ_cIs a positive value greater than or equal to zero, the brake actuator
Target drive only with engine torque without using
Dynamic shaft torque T _W ^*Street torque can be achieved. On the other hand,
Rotor opening command value θ_cIs a negative value less than or equal to zero,
Rotor opening command value θ_cIs kept at zero,
Consider the drive shaft torque output by the
Calculate the amount of brake operation to make the brake equal to the target value.
You.

A braking torque command value T for performing braking
_BC is the target drive shaft torque T, as shown in the following equation (7).
It is calculated by subtracting the braking torque T _EB from the engine brake from _W ^* . T _BC = T _W ^* −T _EB (7) The braking torque T _EB by the engine brake in the equation (7) can be expressed by the following equation (8).

[0060] _{T EB = R T · R AT} · R DEF · T EB0 ......... (8) where, T _EB0 is an engine torque when the throttle opening is zero, based on the engine rotational speed N _E Is calculated with reference to an engine torque map showing the relationship between the engine speed and the engine speed shown in FIG. However, the state of the fuel cut signal of the engine is read, and the engine torque map is switched accordingly.

The brake fluid pressure command value P _{BC with} respect to the braking torque command value T _BC can be expressed by the following equation (9). _{P BC = -T BC / 8A B} R B μ B ............ (9) where, A _B is the brake cylinder area, the R _B rotor effective radius, mu _B is a pad friction coefficient mu _B.

Therefore, as shown in FIG. 5, the target drive shaft torque T _W ^* is supplied to the target engine torque calculation section 61, and the calculation is performed according to the above equation (6) to calculate the engine torque command value _TEC . the engine torque command value T _EC is supplied to the throttle opening computing unit 62, the relationship between the engine torque command value T _EC and the target throttle opening command value theta _C engine speed N _E as parameters shown in FIG. 6 It calculates a throttle opening command value theta _C with reference to the engine map representing, the throttle opening command value theta _C limiter 63
The throttle opening is limited to a value from zero to a maximum value and is output to the throttle control device 10 as a throttle opening command value θ _C.

On the other hand, the engine brake torque correction unit 64
In the throttle opening is calculated engine torque T _E0 when zero with reference to the engine torque map shown in FIG 7 based on the engine rotational speed N _E, then the engine torque T
_The engine brake torque T _EB is calculated based on _E0 to calculate the engine brake torque T _EB and supplied to the subtractor 65, whereby the engine brake torque T _EB is subtracted from the target drive torque T _W ^*. To calculate a braking torque command value T _BC , and supply the calculated braking torque command value T _BC to the braking force calculation unit 66 to obtain the above (9)
The brake fluid pressure command value P _BC is calculated by performing the calculation of the formula, and the calculated brake fluid pressure command value P _BC is supplied to the limiter 67. It is output to the brake hydraulic servo 8 as a pressure command value P _BC .

The vehicle speed control unit 50 and the drive shaft torque control unit 60 constitute braking / driving force control means.
On the other hand, in the image processing device 3, the CCD camera 3a captures an image of the vehicle traveling lane ahead of the vehicle and the adjacent traveling lanes adjacent to the vehicle lane at, for example, 33.3 msec, and transmits the image information via the microcomputer 3b. Then, it is sent to the travel control device 11.

In the traveling control device 11, for example, 10 msec
c, a braking / driving force control process for performing the inter-vehicle distance control executed in the timer interrupt cycle of c, and an adjacent driving lane executed in a timer interrupt cycle of, for example, 33.3 msec in synchronization with the video rate of the CCD camera 3a. A multi-task process is performed for the preceding vehicle recognition process and the inter-vehicle distance control process of calculating the target vehicle speed in the inter-vehicle distance control executed at a timer interruption period of, for example, 100 msec.

Here, in the adjacent traveling lane preceding vehicle recognition processing, as shown in FIG. 8, first, in step S1, image information from the image processing device 3 is read, and then in step S1.
In step 2, the white line extraction process is performed to detect the own vehicle traveling lane and the adjacent left and right traveling lanes, and identify the preceding vehicle in the adjacent traveling lane. Next, step S3
It is determined whether or not the blinker as a direction indicating means on the own vehicle traveling lane side of the preceding vehicle in the adjacent traveling lane is blinking, and when the blinker is not blinking,
The process proceeds to step S4, where it is determined that there is little possibility that the preceding vehicle in the adjacent driving lane will change lanes to the own vehicle driving lane, and the first recognition degree R1 indicating the possibility of changing lanes is set to "0". And set this to the first RAM in the storage device.
After updating and storing the recognition degree in the recognition degree storage area, the timer interrupt processing is terminated and the processing returns to the predetermined main program. Step S
Then, the process proceeds to step S5, where the first recognition degree R1 is set to, for example, "0.6". This is updated and stored in the first recognition degree storage area of the RAM, and then the timer interruption processing is terminated.

The processing of FIG. 8 corresponds to the recognition degree calculating means. Further, the inter-vehicle distance control process, as shown in FIG. 9, in step S11, the self detected by inter-vehicle distance L _A and the vehicle speed sensor 5 to a preceding vehicle of the host vehicle traveling lane outputted from the laser radar ranging system 2 The vehicle speed V _S is read, and then the process proceeds to step S12 to calculate the target inter-vehicle distance L ^* by performing the calculation of the above formula (1), and then to step S13 to perform the calculation of the above formula (3). Te to calculate the target vehicle speed V ^*, then the process proceeds to step S14, and ends the inter-vehicle distance control processing calculated target vehicle speed V ^* from the updated and stored in the target vehicle speed storage area of the RAM.

Further, in the braking / driving force control processing, as shown in FIG. 10, first, in step S21, the first recognition degree R1 stored in the first recognition degree storage area of the RAM is read. S22 proceeds to, by performing the following operation (10), calculates a correction value R1 _C suppresses the change in the amount of time that has changed to "0.6" from the first recognition of R1 is "0" Then, the process proceeds to step S23.

R1 _C = min (R1 _C +0.2, R1) (10) In step S23, the target vehicle speed V ^* and the own vehicle speed V _S are read. )) And the running resistance F _DH is calculated according to the following equation (11).
The target driving torque T _W ^* is calculated by calculating the equation. T _W ^* = ｛K _SP (V ^* −V) −F _DH ｝ R _W (11) Then, the process proceeds to step S24, where the following formula (12) is calculated and the target drive shaft described above is calculated. The correction amount ΔT _W of the torque T _W ^* is calculated.

ΔT _W = −0.3 · R 1 _C · | T _W ^* | (12) Then, the process proceeds to step S 25, where the target drive shaft torque T _{W is} calculated as shown in the following equation (13). By adding the correction amount ΔT _W to ^* , the target drive shaft torque T _W ^* is corrected in the decreasing direction. T _W ^* = T _W ^* + ΔT _W (13) Then, the process proceeds to step S26, where the calculation of the above equation (6) is performed based on the corrected target drive shaft torque T _W ^* , and the engine torque is calculated. The command value _TEC is calculated, and then step S2
7 proceeds to calculates the throttle opening command value theta _C by referring to the engine map of FIG. 6 based on the engine torque command value T _EC and the engine speed N _E, then step S2
8 to perform a limiter process corresponding to the limiter 63, and then to step S29, where the limiter-processed throttle opening command value θ _C is stored in the throttle control device 1.
Output to 0.

Next, the routine proceeds to step S30, where it is determined whether or not the throttle opening command value θ _C is “0”.
If θ _C = 0, it is determined that a brake is required, and the routine goes to Step S31. This step S3
In step 1, an engine brake torque T _E0 when the throttle opening is zero is calculated based on the engine speed _NE and the fuel cut state with reference to the engine torque map of FIG. The calculation of the equation (8) is performed to calculate the engine brake torque T _EB .

Next, the flow shifts to step S32 to calculate the braking torque command value T _BC by performing the calculation of the above equation (9). Then, the flow shifts to step S33 to perform the calculation of the above equation (10). calculating a brake fluid pressure command value P _BC, then the process proceeds to step S34, limit the brake fluid pressure command value P _BC by performing the same limiter process limiter 67 with respect to the calculated brake hydraulic pressure command value P _BC , and then the process proceeds to step S35, and ends the longitudinal force control process from the output of the brake hydraulic pressure command value P _BC to the brake fluid pressure servo device 8.

On the other hand, the result of the judgment in step S30 is
If θ _C > 0, it is determined that the brake is not required, and the flow shifts to step S36 to set the brake fluid pressure command value P _BC to “0”, and then shifts to step S35. The processing of FIG. 10 corresponds to the braking / driving force control means, and among them, the processing of steps S21, S22, S24 and S25 corresponds to the correction means.

Next, the operation of the first embodiment will be described. Now, the vehicle is traveling on the central lane of the three-lane road on one side, and in this state, there is no preceding vehicle in the adjacent traveling lanes on the left and right, and the preceding vehicle traveling at a constant speed in the own vehicle traveling lane is captured. In this state, it is assumed that the vehicle is following the vehicle while maintaining an appropriate target inter-vehicle distance. At this time, since the preceding vehicle is traveling at a constant speed, the inter-vehicle distance L detected by the laser radar distance measuring device 2 will maintain the target inter-vehicle distance L ^*, and the target vehicle speed calculated by the inter-vehicle distance calculation processing. V ^* is the vehicle speed V _S
Is approximately equal to

Since the preceding vehicle does not exist in the adjacent traveling lane, the blinking of the turn signal of the preceding vehicle is not detected in the preceding vehicle recognition process. Therefore, the process shifts from step S3 to step S4 to perform the first recognition. The degree R1 maintains “0”. For this reason, in the braking / driving force control processing, since the first recognition degree R1 is maintained at "0", the correction value R1c of the first recognition degree R1 is also maintained at "0", and the own vehicle speed V _S is reduced. Since it is substantially equal to the target vehicle speed V ^* , step S23
Calculates the target drive torque T _W ^* according to the running resistance F _DH .

Then, the correction value R1c of the first recognition degree R1 is obtained.
Is “0”, the target driving torque T _W ^* is corrected by the correction value R
The correction torque T _W ^* to which 1c has been added is also the value of the target drive torque T _W ^* itself calculated in step S23, and the engine torque command value _TEC is calculated based on the target drive torque T _W ^*. By calculating the positive throttle opening command value θ _C with reference to the engine map, the throttle control device 10 performs the throttle control for following the preceding vehicle in the own vehicle traveling lane while maintaining the target inter-vehicle distance L ^*. And the positive throttle opening command value θ
By calculating _C , the brake hydraulic pressure command value P _BC is set to “0”, and the brake actuator 7 is controlled to the non-braking state by the brake hydraulic servo device 8.

In a state where the vehicle following the preceding vehicle in the traveling lane of the own vehicle is controlled, for example, if the preceding vehicle appears on the right adjacent traveling lane, that is, the overtaking traveling lane, and the preceding vehicle appears, the adjacent preceding vehicle is imaged. The image is captured by the CCD camera 3a of the processing device 3, input to the microcomputer 3b, and is recognized by performing white line processing by the preceding vehicle recognition processing of the traveling control device 11. In this state, if the adjacent preceding vehicle is not blinking the turn signal, that is, if there is no possibility of changing lanes to the own vehicle traveling lane, the first recognition degree R
Since 1 is maintained at "0", the braking and driving control process, the throttle control based on the target driving torque T _W ^* corresponding to the target vehicle speed V ^* set by the inter-vehicle distance control process is continued, the vehicle travel The vehicle follows the preceding vehicle in the lane.

In this state, if the left turn signal of the preceding vehicle in the adjacent driving lane blinks, this is recognized in step S2 in the preceding vehicle recognition process, and step S3 is performed.
Then, the process proceeds to step S5, where the first recognition degree R1 is changed from “0” to “0.6”. For this reason, when the braking / driving force control process is subsequently executed, the process proceeds to step S22.
Then, a value obtained by adding 0.2 to the first recognition degree R1 of the previous “0” is compared with the current first recognition degree R1 = 0.6, and a smaller value among these, that is, R1 = 0. .2 is the correction value R1c
Is selected as

Therefore, the correction amount ΔT _W of the target driving torque calculated in step S24 is the same as the current target driving torque T
_W ^* (n) is a negative value obtained by multiplying by 0.06, and this correction amount Δ
T _W is added to the current target drive torque T _W ^* (n) to calculate a new target drive torque T _W ^* (n),
Will be reduced by 0.06T _W ^* with respect to the new target driving torque T _W ^* (n) is a previous target driving torque ^{_{T W * (n-1)}} , the engine torque command value T in accordance with this _{As the EC} also decreases and the throttle opening command value θ _C also decreases, the own vehicle speed V _S decreases, and the following distance L to the preceding vehicle in the own vehicle traveling lane becomes larger than the target following distance L ^* . An interruption due to a lane change of a preceding vehicle in an adjacent traveling lane can be dealt with in advance.

Next, after 10 msec has passed, the preceding vehicle
Before the recognition process is executed, the braking / driving control process is executed again.
Then, in step S22, the last correction value R1c is set to 0.
The value 0.4 obtained by adding 2 is compared with the first recognition level 0.6.
And the small value 0.4 is selected as the correction value R1c.
The target driving torque T_W ^*(n) is the previous value T
_W ^*(n-1)
Torque opening command value θ_CIs further reduced, and the vehicle speed V_SGasa
The distance between the vehicle ahead and the preceding vehicle in the driving lane
L spreads further.

Further, if the braking / driving control processing is executed again after the elapse of 10 msec and before the preceding vehicle recognition processing is executed, the previous correction value R1c is set to 0 in step S22.
The value 0.6 obtained by adding 2 is compared with the first recognition degree 0.6, and the smaller value 0.6 is selected as the correction value R1c, so that the target driving torque T _W ^* (n) is more increased. It becomes a small value, the throttle opening command value θ _C further decreases,
The inter-vehicle distance L of the own vehicle traveling lane with respect to the preceding vehicle further increases.

In this state, when the preceding vehicle in the adjacent traveling lane has actually changed lanes into the own vehicle traveling lane and has interrupted in front of the own vehicle, this interrupted vehicle is supplemented by the laser radar distance measuring device 2. In the inter-vehicle distance control processing,
The target vehicle speed V ^* is calculated based on the inter-vehicle distance L detected by the laser radar distance measuring device 2, and the target driving torque T _W in the braking / driving force control processing so that the own vehicle speed V _S matches the target vehicle speed V ^{*. *} Is calculated.

In this state, since the preceding vehicle in the adjacent driving lane has entered the own vehicle driving lane due to the lane change, it will not be recognized as an adjacent preceding vehicle in the preceding vehicle recognition processing. Even if it continues, the process moves from step S3 to step S4, and the first recognition degree R1 is set to "0". For this reason, in the braking / driving force control processing, the first recognition degree R1 = 0 is selected as the correction value R1c, so that the target driving torque T _W ^* (n)
Is not corrected and the calculated target drive torque T
_W ^* (n) engine torque command value T _EC on the basis of the calculated throttle opening command value theta _C is calculated based on this.

At this time, the preceding vehicle in the adjacent driving lane is interrupted.
The throttle opening command value θ_CIs negative
If it has, the process proceeds from step S30 to step S31.
The engine brake torque T_EBIs calculated, and this and
Target drive torque T_W ^*And the braking torque command value T
_BCIs calculated, and based on this, the brake fluid pressure command value P _BC
Is calculated, and based on this, the brake hydraulic servo device 8
Brake fluid pressure of the brake actuator 7 is controlled.
Braking control is performed to set the following distance L to the target following distance L.^*Niichi
Let it match.

As described above, according to the first embodiment, when the preceding vehicle in the adjacent traveling lane activates the turn signal to change lanes to the own vehicle traveling lane, the first recognition degree becomes "0". Is changed from "0.6" to "0.6", and the target driving torque _TW ^* is corrected to be reduced based on this. Since the vehicle is automatically spread, interruption of the adjacent preceding vehicle can be smoothly tolerated without giving the driver an uncomfortable feeling.

Further, when the first degree of recognition R1 is changed, the amount of the change is suppressed to a small value in the braking / driving force control processing, so that a sudden change in the vehicle speed is suppressed. be able to. Further, as the correction value [Delta] T _W for correcting the target driving torque T _W ^*, is multiplied by the correction value R1c predetermined value 0.2 and the first recognition of R1 to the absolute value of the target driving torque T _W ^* Calculation, the optimum correction value ΔT according to the following control state with the preceding vehicle
_W can be calculated.

[0087] In the above first embodiment, when calculated by multiplying the correction value [Delta] T _W with respect to the target driving torque T _W ^* the first recognition of R1 to the absolute value of the target driving torque T _W ^* However, the present invention is not limited to this. By subtracting the first degree of recognition R1 directly from the target drive torque T _W ^* , the target drive torque T
_W ^* may be corrected.

In the first embodiment, the vehicle
Target vehicle speed V calculated based on the distance deviation^*Based on
Target drive torque T_W ^*And calculate the target drive torque
T_W ^*Has been described, but is not limited to this.
Target is adjusted based on the inter-vehicle distance deviation.
Calculate the speed and set the throttle based on this target acceleration / deceleration.
The opening and braking force can also be controlled, in this case
The target acceleration / deceleration is corrected based on the first recognition degree R1.
What should I do?

Next, a second embodiment of the present invention will be described with reference to FIGS.
FIG. 15 will be described. The second embodiment recognizes a preceding vehicle traveling in an adjacent traveling lane and recognizes a decrease in the width of the adjacent traveling lane from road map information such as a navigation device. Predicts that the vehicle will be interrupted in front of the own vehicle and widens the inter-vehicle distance with the preceding vehicle in advance.

That is, in the second embodiment, the preceding vehicle recognition processing, the following distance control processing, and the braking / driving force control processing executed by the traveling control device 11 are shown in FIGS.
It has been changed as shown in FIG. In the preceding vehicle recognition processing, as shown in FIG. 11, steps S3 to S5 in the first embodiment are omitted, and instead, it is determined in step S41 whether or not an adjacent preceding vehicle is recognized. When the result of the determination is that an adjacent preceding vehicle has been recognized, the process proceeds to step S42 to determine whether the width of the adjacent driving lane that has recognized the adjacent preceding vehicle based on the road map information of the on-vehicle navigation device decreases. When the result of the determination is that the width of the adjacent driving lane is decreasing, the process proceeds to step S43, where the third recognition degree R3 is calculated, and then the process proceeds to step S6. Does not recognize an adjacent preceding vehicle and step S42
If the result of the determination is that the width of the adjacent driving lane does not decrease, the process proceeds to step S44, except that the third recognition level R3 is set to “0” and then the process proceeds to step S6, except that Performs the same processing as in FIG.
The same processes as those in FIG. 8 are denoted by the same step numbers,
The detailed description is omitted.

Here, in step S43, the following (1)
4) The third recognition degree R3 is calculated according to the equation. R3 = func ₁ (L ^* −L _B ) × func ₃ (L _N ) (14) where func ₁ (X) has an inter-vehicle distance deviation X of “0” as shown in FIG. Sometimes, for example, it becomes 0.5. From this, as the inter-vehicle distance deviation X decreases in the negative direction, it decreases relatively sharply to about 0.1, then decreases relatively slowly, and conversely increases as it increases in the positive direction. is set to a function that relatively slowly increased to "1" near it was rapidly increased, func ₃ (Y), as shown in FIG. 15, the distance L
_N is “1” when “0”, and is set to a linear function that gradually decreases as the distance L _N increases.

The processing in FIG. 11 corresponds to the recognition degree calculating means. Also, as shown in FIG. 12, the inter-vehicle distance control process includes, in the process of FIG. 9 in the first embodiment, a target inter-vehicle distance L ^* based on the third recognition degree R3 between steps S12 and S13. Corrected correction value L
^* Step S45 for calculating c is interposed, and step S45
The processing is the same as that of FIG. 9 except that the calculation is performed in which the target inter-vehicle distance L ^* in the equation (3) is replaced with the target inter-vehicle distance correction value L ^* c. Step numbers are given and detailed description thereof is omitted.

Here, in step S45, the target inter-vehicle distance correction value L ^* c is calculated by performing the calculation of the following equation (15) based on the third recognition degree R3 and the target inter-vehicle distance L ^* . L ^* c = L ^* + 0.2 × R3 × L ^* (15) Accordingly, in step S45, the inter-vehicle distance increase correction of up to 20% of the target inter-vehicle distance L ^* according to the third recognition degree R3. Will be multiplied.

In the process of FIG. 11, step S4
Processing 5 corresponds to the correction means. Further, as shown in FIG. 13, the braking / driving force control process is the same as the process of FIG.
Except for omitting the processing of S24 and S25, the same processing as in FIG. 10 is performed, and the processing corresponding to FIG. 10 is denoted by the same step number, and the detailed description thereof is omitted.

According to the second embodiment, when the preceding vehicle is not recognized in the adjacent traveling lane or the preceding vehicle is recognized in the preceding vehicle recognition process of FIG. 11, the width of the traveling lane of the preceding vehicle is recognized. Is not narrowed, the third degree of recognition R3 is selected to be "0", as in the first embodiment, so that the target inter-vehicle distance correction calculated in step S45 in the inter-vehicle distance control process of FIG. the value L ^* c becomes the target inter-vehicle distance L ^* value equal to, the calculated target vehicle speed V ^* on the basis of this, FIG. 13 on the basis of the target vehicle speed V ^*
The target drive torque T _W ^* is calculated in the braking / driving force control process, and the throttle control device 10 or the brake hydraulic servo device 8 is controlled based on the target drive torque T _W ^* to follow the preceding vehicle in the own vehicle traveling lane.

In this follow-up running state, when the preceding vehicle is recognized in the adjacent driving lane, and based on the road map information of the navigation device, it is recognized that the width of the adjacent driving lane in which the preceding vehicle has been recognized becomes narrower. In step S43 in the vehicle recognition processing, the calculation of the above equation (14) is performed to calculate a third recognition degree R3. This third recognition degree R3 is:
func ₁ (X) is as shown in FIG. 14, when the inter-vehicle distance L _B is larger than the target inter-vehicle distance L ^* between the words adjacent preceding vehicle when headway distance deviation X (= L ^* -L _B) is negative " 0 ", and func ₂ (Y) is shown in FIG.
By the smaller value the distance L _N is greater to the width reduction as shown in, the distance to the inter-vehicle distance L _B is a target inter-vehicle distance L ^* larger and the width reduction of the adjacent preceding vehicle L _N
Is large, the value of 0.2 × R3 × L ^* of the second term on the right side in the above equation (15) becomes a value close to “0”,
The target inter-vehicle distance correction value L ^* c calculated in step S45 in the inter-vehicle distance control process of FIG. 12 is a value substantially equal to the target inter-vehicle distance L ^* calculated in step S12, and continue normal follow-up running control to match the inter-vehicle distance L _a in target inter-vehicle distance L ^*.

However, the distance L _N to the point where the width of the adjacent driving lane decreases is shortened, and the adjacent preceding vehicle decelerates. As a result, the distance L _B between the host vehicle and the host vehicle decreases, and the vehicle approaches the target distance L ^* . And func ₁ (X) rapidly increase as shown in FIG. 14, and the distance L _N to the width reduction point decreases, and the third recognition degree R3
Increases, whereby the value of the target inter-vehicle distance correction value L ^* c in the inter-vehicle distance control process of FIG. 12 becomes a value larger than the target inter-vehicle distance L ^* calculated in step S12.

Therefore, the target inter-vehicle distance correction value L ^* c
Is calculated based on the target vehicle speed V ^* , the target vehicle speed V ^* is suppressed to a small value, and the target driving torque T _W ^* calculated in the braking / driving force control process of FIG. The opening command value θ _C decreases and the vehicle speed V
_S is decreased, the inter-vehicle distance L _A between the preceding vehicle of the host vehicle traveling lane is widened gradually.

As described above, when the width of the adjacent driving lane decreases, it is predicted that the preceding vehicle running on the adjacent driving lane at the point where the width of the adjacent driving lane decreases will be interrupted by the own vehicle driving lane.
The target inter-vehicle distance correction value L ^* c increases as the distance L _N to the width reduction point decreases and the inter-vehicle distance L _B to the adjacent preceding vehicle decreases, so that the vehicle actually reaches the width reduction point. When an adjacent preceding vehicle interrupts the own vehicle driving lane, the required inter-vehicle distance between the preceding vehicle in the own vehicle driving lane and the preceding vehicle can be sufficiently ensured. Can be tolerated.

In the second embodiment, the case where the target inter-vehicle distance L ^* is corrected based on the third degree of recognition R3 has been described. However, the present invention is not limited to this. Target drive torque T as in the embodiment of FIG.
_W ^* and the target acceleration / deceleration may be corrected in the direction in which the vehicle speed V _S decreases. Next, a third embodiment of the present invention will be described with reference to FIGS.

In the third embodiment, the correction of the follow-up traveling control is performed according to the actual lane change operation of the traveling vehicle on the adjacent traveling lane. That is, in the third embodiment, the preceding vehicle recognition processing and the following distance control processing executed by the traveling control device 11 are changed as shown in FIGS. It is changed similarly to FIG. 13 in the embodiment.

In the preceding vehicle recognition process, as shown in FIG.
The processes of steps S3 to S5 in FIG. 8 in the first embodiment described above are omitted, and instead, the approach amount of the preceding vehicle traveling on the adjacent traveling lane extracted in step S2 to the own vehicle traveling lane And a lateral distance y (m) to the white line between the own vehicle traveling lane and the adjacent traveling lane indicating the approach amount is a positive value when the vehicle is on the adjacent traveling lane side from the white line, and a negative value when the vehicle is on the own vehicle traveling lane side. A step S51 of calculating as a value and a step S52 of calculating a second recognition degree R2 by performing an operation of the following equation (16) based on the lateral distance y calculated in the step S51. 8 except for the processing shown in FIG.
The same step numbers are assigned to the corresponding processing, and the detailed description thereof is omitted.

R2 = − (y−0.3) (16) The processing in FIG. 16 corresponds to the recognition degree calculating means. As shown in FIG. 17, the inter-vehicle distance control process sets the inter-vehicle time T0 between the steps S11 and S12 in the process of FIG.
The same processing as in FIG. 9 is performed except that the step S53 of performing the headway time correction processing of performing the calculation of the following equation (17) for correcting based on The same step numbers are given, and the detailed description thereof is omitted.

[0104] _{T0 = T0 S + R2 / 2} ............ (17) where, T0 _S is a preset inter-vehicle time. In the process of FIG. 17, the process of step S53 corresponds to a correction unit. According to the third embodiment, when the preceding vehicle traveling in the adjacent traveling lane has a lateral distance y of, for example, 1 m with respect to the white line at the boundary with the own vehicle traveling lane, the preceding vehicle recognition processing in FIG. Step S5 in
Since the second recognition degree R2 calculated in step S2 becomes "-0.7", the step S2 in the following distance control process in FIG.
Following time T0 calculated by 53 is preset headway time T0 _S smaller value. Therefore, step S1
The target inter-vehicle distance L ^* calculated in step 2 also becomes a small value, the target vehicle speed V ^* calculated in step S13 is increased, and the throttle opening command value θ _C is accordingly increased, and the target vehicle traveling lane is changed. Following running control is performed so that the inter-vehicle distance L _A with the preceding vehicle is rapidly matched with the inter-vehicle distance L ^* .

From this state, when the preceding vehicle traveling in the adjacent traveling lane starts changing lanes to the own vehicle traveling lane side and the lateral distance y decreases accordingly, the second recognition degree R
2 approaches a negative value to “0”, and the inter-vehicle time T0 calculated in step S53 of the inter-vehicle distance control process approaches the preset inter-vehicle time T0 _S , thereby increasing the target inter-vehicle distance L ^*. , The target vehicle speed V ^* is suppressed. Accordingly, the braking-driving force control processing by decreasing the target driving torque T _W is, the throttle opening command value theta _C is decreased, the inter-vehicle distance L _A with respect to the preceding vehicle of the own vehicle lane is widened.

After that, when the adjacent preceding vehicle continues to change lanes and the lateral distance y becomes less than 0.3 m, the second recognition degree R2 becomes a positive value, and is calculated by the following distance control processing. The inter-vehicle time T0 becomes larger than the preset inter-vehicle time T0 _S , and accordingly, the target inter-vehicle distance L ^* increases, the target vehicle speed V ^* decreases, and the target drive torque T _W ^* also decreases. As a result, the throttle opening command value θ
_C is reduced, further spread inter-vehicle distance L _A with respect to the preceding vehicle of the own vehicle lane, the lateral distance y when the adjacent preceding vehicle enters the current lane is a negative value, the second recognizability R2 Gayori become a large value, more expanded inter-vehicle distance L _a with respect to the preceding vehicle of the host vehicle traveling lane, then, when it is supplemented as a preceding vehicle by a laser radar distance measuring device 2 becomes the interrupt state, the interrupt vehicle Is shifted to the normal control state in which is the preceding vehicle.

In the third embodiment, when the preceding vehicle traveling on the adjacent traveling lane actually starts changing lanes to the own vehicle traveling lane, the approaching amount and the approaching amount to the own vehicle traveling lane are determined. since the inter-vehicle time T0 is corrected with respect to the preceding vehicle of the host vehicle traveling lane depending, inter-vehicle distance L _a in accordance with the preceding vehicle in the adjacent lane approaches the current lane becomes long,
The interrupting vehicle can be allowed without giving a sense of incongruity to the driver. In this case, even if the preceding vehicle changes lanes without activating the turn signal, the smooth following control can be reliably continued. .

In the third embodiment, the case where the inter-vehicle time T0 is corrected based on the second recognition degree R2 has been described. However, the present invention is not limited to this.
Similarly to the second embodiment, any one of the target inter-vehicle distance L ^* , the target vehicle speed V ^* , the target drive torque T _W ^*, and the target acceleration / deceleration may be corrected. Next, a fourth embodiment of the present invention will be described with reference to FIGS.

In the fourth embodiment, the lane change of the adjacent preceding vehicle traveling in the adjacent traveling lane to the own vehicle traveling lane is determined more accurately. That is, in the fourth embodiment, the preceding vehicle recognition processing and the headway control processing are changed as shown in FIGS. 18 and 19, and the braking / driving force control processing performs the same processing as in FIG. 13 in the second embodiment. .

In the preceding vehicle recognition process, as shown in FIG.
Step S in the process of FIG. 8 in the first embodiment
Step S51 of calculating the lateral distance y and step S52 of calculating the second certainty factor R2 according to the third embodiment are interposed between Step 2 and Step S3.
Step S6 is omitted, and instead of this, the following (1)
Step S61 of calculating the confidence S representing the degree of influence of the own vehicle due to the lane change of the adjacent preceding vehicle by performing the calculation of the expression 8).
And the confidence S calculated in step S61 are stored in the RAM 1
Step S62 of updating and storing in the certainty factor storage area 1c
8 is performed, except that is added, and the same processes as those in FIG. 8 are denoted by the same step numbers.
The detailed description is omitted.

[0111] _{S = R2 · func 1 (L} * -L B) + R1 · func 3 (ΔV B) · func 1 (L * -L B) ...... (18) here, func ₃ (ΔV _B) is, as shown in FIG. 20 is a function of the relative velocity between the adjacent preceding vehicle (calculated by differentiating the inter-vehicle distance L _B between the adjacent preceding vehicle), substantially in the vicinity of the relative speed [Delta] V _B is "0" It takes a value of “1”, from which the relative speed ΔV _B increases in the positive direction or decreases in the negative direction, so that the value decreases substantially symmetrically.

In the process shown in FIG.
The processing of 1, S2, S51, S52, S3, S4, and S5 corresponds to the recognition degree calculation means, and the processing of step S61 corresponds to the certainty degree calculation means. As shown in FIG. 19, the inter-vehicle distance control process includes an acceleration limit value A _L of the time rate of change of the target vehicle speed V ^* between Steps S13 and S14 in the first embodiment according to the following equation (19).
And the acceleration limit value calculated in step S63 to the target vehicle speed V ^* (n) ₁ calculated in step S13 and the previous target vehicle speed V ^* (n-1) as shown in the following equation (20). Step S64 of performing an acceleration limiting process of comparing the value obtained by adding A _L and selecting the smaller one.
The same processing as in FIG. 9 is performed, except that is inserted, and the same processing as in FIG.
The detailed description is omitted.

A _L = func ₄ (V _S ) · (1-S) (19) V ^* (n) = min (V ^* (n), V ^* (n−1) + A _L · T _S ) (20) Here, func ₄ (V _S ) is a function of the own vehicle speed V _S , as shown in FIG. 21, where the own vehicle speed V _S is between “0” and a predetermined value V _S1. It is set to a constant value, for example 0.15, and the decreased with increasing predetermined value V _S1 to exceed the host vehicle speed V _S, the a predetermined value V _S2 or a constant value, for example 0.04, V ^* (n-1) is the previous target vehicle speed, and T _S is the timer interruption period (100 msec) of the following distance control process.

In the process of FIG. 19, step S6
Steps 3 and S64 correspond to the correction means. According to the fourth embodiment, the first certainty factor R1 when the turn signal is recognized and the second certainty factor based on the lateral distance y representing the approach amount and the approach amount of the adjacent preceding vehicle due to the actual lane change. Since the confidence S is calculated by performing the calculation of the equation (18) based on R2, the degree of the preceding vehicle in the adjacent traveling lane approaching the own vehicle traveling lane without operating the turn signal. vehicle distance L _B between the larger second certainty factor R2 is a case where a positive value, the adjacent preceding vehicle
Is larger than the target inter-vehicle distance L ^* , func ₁ (X) becomes a small value near “0” as shown in FIG. 14 in order to avoid an excessive response in the characteristic correction of the control system. The certainty factor S also becomes a small value, and the amount of change in the target vehicle speed V ^* is increased by performing the acceleration limitation based on the acceleration limitation value _ALS similar to the normal state, so that the sensitivity of the following travel control is improved. maintain.

However, the inter-vehicle distance L to the adjacent preceding vehicle
_{When B} is smaller than the target inter-vehicle distance L ^* , the interruption of the adjacent preceding vehicle greatly affects the own vehicle.
Is calculated as a certainty factor close to the recognition factor R2. Similarly, even when the operation of the turn signal is recognized and the first degree of recognition R1 is set to “0.6”, the relative speed Δ to the own vehicle is set.
V _B is adjacent preceding vehicle becomes immediately following distance is long interrupting when when words faster speed V _P of the adjacent preceding vehicle relative to the host vehicle speed V _S larger, self when the vehicle speed V _P of the adjacent preceding vehicle in the reverse slow cars can be determined that the lane change from overtaking, less affected adjacent preceding vehicle interrupt has on the vehicle, likewise vehicle distance L _B is a target inter-vehicle distance L ^* interrupt adjacent preceding vehicle even when a larger Has a small effect on the own vehicle, so that the confidence S is a small value in order to avoid an excessive reaction in the characteristic correction of the control system.

Accordingly, when the preceding vehicle in the own vehicle running lane is in an acceleration state while the adjacent preceding vehicle is changing lanes to the own vehicle running lane, and the own vehicle follows and accelerates,
Appropriate acceleration restrictions will be performed in consideration of the approaching distance of the adjacent preceding vehicle, the inter-vehicle distance to the adjacent preceding vehicle and the relative speed,
It is possible to reliably prevent the driver from feeling uncomfortable.

Further, when the own vehicle speed V _S is higher than the set vehicle speed V _S2 , func ₄ (V _S ) is set to 0.04, which is about １ ／ of the low vehicle speed, as shown in FIG. As a result, the acceleration limit value _AL also becomes a small value, and rapid acceleration is limited, so that safe driving can be ensured. Next, a fifth embodiment of the present invention will be described with reference to FIG.

In the fifth embodiment, the target inter-vehicle distance is calculated from the inter-vehicle distance with the preceding vehicle in the own vehicle traveling lane using the certainty factor S of the fourth embodiment. It is designed to smoothly change the distance.
That is, in the fifth embodiment, the preceding vehicle recognition processing and the braking / driving force control processing perform the same processing as in the fourth embodiment, but the inter-vehicle distance control processing is changed as shown in FIG.

As shown in FIG. 22, this inter-vehicle distance control processing is the same as the inter-vehicle distance control processing shown in FIG. 9 in the first embodiment, but in step S11, the inter-vehicle distance L _A , vehicle distance L _B and host vehicle speed V _S of the preceding vehicle adjacent lane with read-free, step S12
However, the same processing as in FIG. 9 is performed except that step S71 of calculating the target inter-vehicle distance L ^* by performing the calculation of the following equation (21) is performed. Step numbers are assigned, and detailed description thereof is omitted.

[0120] _{^{L * = T0 · V S (}} 1-S) + T0 (V S + ΔV B) · S ...... (21) where, [Delta] V _B is the relative velocity between the adjacent preceding vehicle,
It is calculated by differentiating the vehicle-to-vehicle distance L _B. In the process of FIG. 22, the process of step S71 corresponds to a correction unit.

According to the fifth embodiment, there is no possibility that an adjacent preceding vehicle traveling in the adjacent traveling lane will interrupt the own vehicle traveling lane, and when the confidence S is "0", the target inter-vehicle distance L ^* is calculated based on the host vehicle speed V _S, now as neighbor preceding vehicle may interrupt the current lane is high, confidence S is a large value, whereby the target inter-vehicle distance L ^* is vehicle speed The target inter-vehicle distance L ^* is calculated based on both V _S and the vehicle speed of the adjacent preceding vehicle (V _S + ΔV _B ). When the confidence S becomes “1”, the target inter-vehicle distance L ^* is calculated based on the vehicle speed of the adjacent preceding vehicle. Therefore, as the adjacent preceding vehicle changes lanes and enters the own vehicle traveling lane, the target inter-vehicle distance L
^* The component based on the vehicle speed of the adjacent preceding vehicle increases, and the target inter-vehicle distance L ^* changes smoothly according to the actual lane change after the adjacent preceding vehicle activates the turn signal,
The switching of the follow-up running control system in accordance with the speed of the preceding vehicle that has been interrupted can be smoothly performed without giving the driver an uncomfortable feeling.

Next, a sixth embodiment of the present invention will be described with reference to FIG. The sixth embodiment uses the certainty factor S of the fourth embodiment to smoothly change the inter-vehicle distance from the inter-vehicle distance to the preceding vehicle in the own vehicle traveling lane to the inter-vehicle distance to the preceding vehicle in the adjacent traveling lane. The transition is made.
That is, in the sixth embodiment, the preceding vehicle recognition processing and the braking / driving force control processing perform the same processing as in the fourth embodiment, but the inter-vehicle distance control processing is changed as shown in FIG.

This inter-vehicle distance control processing is as shown in FIG.
As described above, in step S11, the vehicle
Distance L_A, The distance L from the preceding vehicle in the adjacent driving lane
_BAnd own vehicle speed V_SIs read, and then the process proceeds to step S81.
Go to the distance L_AAnd L _BBased on the following equation (22)
Is calculated and the inter-vehicle distance L is calculated.
2 except for the shift to FIG.
The same processing as that of FIG.
And the detailed description thereof is omitted.

L = L _A (1−S) + L _B · S (22) In the processing of FIG. 23, the processing of step S81 corresponds to the correction means. According to the sixth embodiment,
When there is no possibility that the preceding vehicle in the adjacent driving lane will change lanes to the own vehicle driving lane and the confidence S is “0”,
The inter-vehicle distance L is the inter-vehicle distance L _A with the preceding vehicle in the own vehicle driving lane.
However, the likelihood that the adjacent preceding vehicle will change lanes to the own vehicle driving lane is increased and the confidence S increases, so that the following distance L from the preceding vehicle in the own vehicle driving lane to the preceding vehicle is calculated.
_A is reduced, and instead, the distance L
_When the component of _B increases and the confidence S becomes “1”, the inter-vehicle distance L is calculated only by the inter-vehicle distance L _B with the adjacent preceding vehicle, and the inter-vehicle distance with a plurality of preceding vehicles is smoothly interpolated. The obtained inter-vehicle distance L can be obtained.

Therefore, due to the interruption of the adjacent preceding vehicle,
Even when the preceding vehicle subject to follow-up control is switched, or when the preceding vehicle in the adjacent driving lane is not completely interrupted, the follow-up control process can be performed using the appropriate inter-vehicle distance, and the Following running control can be performed according to the degree of vehicle recognition. In each of the above embodiments, the case where the present invention is applied to the follow-up cruise control device has been described.However, the present invention is not limited to this. Correction of the target vehicle speed V ^* based on the degree of recognition or certainty, Drive torque T _W ^*
When performing the correction and the acceleration limitation, in the above-described inter-vehicle distance control processing, the reading of the inter-vehicle distance and the calculation of the target inter-vehicle distance L ^* are omitted, and the target vehicle speed V ^* is replaced with the set vehicle speed. The present invention is also applicable to a constant speed traveling control device that maintains a set vehicle speed.

In each of the above embodiments, the case where the brake actuator is controlled using the brake hydraulic servo device 8 has been described. However, the present invention is not limited to this, and an electric motor is used as the brake actuator. When controlling the braking force by
It may be in place of the brake fluid pressure command value P _BC to calculate a current command value of the electric motor, similarly to the case of applying an electric motor instead of the engine, instead of the throttle opening command value theta _C The current command value may be calculated.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram showing an embodiment of the present invention.

FIG. 2 is a block diagram showing a specific configuration of a tracking control controller of FIG. 1;

FIG. 3 is a block diagram showing a specific example of an inter-vehicle distance control unit in FIG. 2;

FIG. 4 is a block diagram illustrating a specific example of a vehicle speed control unit in FIG. 2;

FIG. 5 is a block diagram showing a specific example of a drive shaft torque control controller of FIG. 2;

FIG. 6 is a characteristic diagram showing an example of an engine map for obtaining an engine torque from a throttle opening.

FIG. 7 is a characteristic diagram for obtaining engine torque from the engine speed when the throttle opening is zero.

FIG. 8 is a flowchart illustrating an example of a preceding vehicle recognition processing procedure of the traveling control device of FIG. 1;

FIG. 9 is a flowchart illustrating an example of an inter-vehicle distance control processing procedure of the traveling control device in FIG. 1;

FIG. 10 is a flowchart illustrating an example of a braking / driving force control processing procedure of the traveling control device of FIG. 1;

FIG. 11 is a flowchart illustrating an example of a preceding vehicle recognition processing procedure of a traveling control device according to a second embodiment of the present invention.

FIG. 12 is a flowchart illustrating an example of an inter-vehicle distance control processing procedure of the traveling control device according to the second embodiment of the present invention.

FIG. 13 is a flowchart illustrating an example of a braking / driving force control processing procedure of the traveling control device according to the second embodiment of the present invention.

FIG. 14 is a characteristic diagram showing a relationship between an inter-vehicle distance deviation and a function output value used in the preceding vehicle recognition processing of FIG. 11;

FIG. 15 is a characteristic diagram showing a relationship between a distance to a width reduction point used in the preceding vehicle recognition processing of FIG. 11 and a function function output value.

FIG. 16 is a flowchart illustrating an example of a preceding vehicle recognition processing procedure of the traveling control device according to the third embodiment of the present invention.

FIG. 17 is a flowchart illustrating an example of an inter-vehicle distance control processing procedure of the travel control device according to the third embodiment of the present invention.

FIG. 18 is a flowchart illustrating an example of a preceding vehicle recognition processing procedure of a traveling control device according to a fourth embodiment of the present invention.

FIG. 19 is a flowchart illustrating an example of an inter-vehicle distance control processing procedure of the travel control device according to the fourth embodiment of the present invention.

20 is a characteristic diagram showing a relationship between a relative speed used in the preceding vehicle recognition processing of FIG. 18 and a function output value.

FIG. 21 is a characteristic diagram illustrating a relationship between a vehicle speed and a function output value used in the preceding vehicle recognition processing of FIG. 18;

FIG. 22 is a flowchart illustrating an example of an inter-vehicle distance control processing procedure of a traveling control device according to a fifth embodiment of the present invention.

FIG. 23 is a flowchart illustrating an example of an inter-vehicle distance control processing procedure of a traveling control device according to a sixth embodiment of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Vehicle 2 Laser radar distance measuring device 3 Image processing device 3a CCD camera 5 Vehicle speed sensor 7 Disc brake 8 Brake fluid pressure servo device 10 Throttle control device 11 Travel control device 40 Inter-vehicle distance control unit 50 Vehicle speed control unit 60 Drive shaft torque control unit 70 Correction unit

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) G08G 1/16 G06F 15/62 380 (72) Inventor Ken Kimura 2 Takaracho, Kanagawa-ku, Yokohama-shi, Kanagawa Nissan Motor (72) Inventor Hiromitsu Toyoda 2 Takara-cho, Kanagawa-ku, Yokohama-shi, Kanagawa Prefecture F-term (reference) 3D044 AA25 AA45 AB01 AC00 AC05 AC22 AC26 AC59 AD04 AD21 AE04 AE14 AE19 AE21 3D046 BB17 CC02 HH20 HH22 3G093 BA14 BA23 CB10 DA01 DB05 DB11 DB16 EA09 EB04 EC02 EC04 FA01 FA04 FA10 FA11 FA12 5B057 AA16 DA11 DA20 DC02 DC25 5H180 AA01 CC03 CC04 CC14 LL01 LL04 LL09

Claims (15)

[Claims] 1. A vehicle speed detecting means for detecting a vehicle speed, and a braking force or a driving force for matching a vehicle speed detected by the vehicle speed detecting device with a target vehicle speed based on a target inter-vehicle distance or a set vehicle speed. A driving control device for controlling the vehicle, the driving control device for a vehicle, a notice of lane change of a preceding vehicle traveling in an adjacent traveling lane adjacent to the own vehicle traveling lane, an approach amount to the own vehicle traveling lane, A recognition degree calculating means for detecting any decrease in the width of the driving lane and calculating a recognition degree indicating a degree of possibility that an adjacent preceding vehicle changes lanes to the own vehicle driving lane, and a recognition degree calculating means for calculating the recognition degree. A travel control device for correcting the braking / driving force control in the braking / driving force control means based on the degree of recognition. 2. A vehicle speed detecting means for detecting the own vehicle speed, and any one of a braking force and a driving force such that the own vehicle speed detected by the vehicle speed detecting device matches one of a target vehicle speed based on a target inter-vehicle distance and a set vehicle speed. A vehicle driving control device comprising: A recognition degree calculating means for calculating a recognition degree indicating a degree of possibility of changing lanes, and an influence degree when an adjacent preceding vehicle changes lanes to the own vehicle lane based on the recognition degree of the recognition degree calculation means. The system further comprises a certainty factor calculating means for calculating certainty factor, and a correcting means for correcting the braking / driving force control in the braking / driving force control means based on the certainty factor calculated by the certainty factor calculating means. Travel control for vehicles apparatus. 3. The recognition degree calculating means includes: an image information forming means for forming image information of an adjacent preceding vehicle; and a preceding vehicle traveling on an adjacent lane based on the preceding vehicle image information formed by the image information forming means. Lane change recognizing means for recognizing a lane change of an adjacent preceding vehicle when a direction instruction is given by the direction instructing means; and recognizing a predetermined value when the lane change recognizing means recognizes the lane change of the adjacent preceding vehicle. The vehicle travel control device according to claim 1, further comprising a recognition degree selection unit that sets a degree. 4. An image information forming means for forming image information of an adjacent preceding vehicle, wherein the recognition degree calculating means includes a preceding vehicle which travels on the adjacent lane based on the preceding vehicle image information formed by the image information forming means. Lane change detecting means for detecting an approaching amount or an approaching amount of the vehicle to the own vehicle traveling lane; and recognition degree calculating means for calculating a recognition degree based on the approaching amount or the approaching amount detected by the lane change detecting means. The vehicle travel control device according to claim 1 or 2, wherein: 5. The recognition degree calculating means includes a first variable based on a deviation between an inter-vehicle distance from a preceding vehicle in an adjacent traveling lane and a target inter-vehicle distance, and a first variable based on a distance to a width reduction point based on road information. The vehicle travel control device according to claim 1 or 2, wherein the degree of recognition is calculated based on the two variables. 6. An image information forming means for forming image information of an adjacent preceding vehicle, and a preceding vehicle traveling on an adjacent lane based on the preceding vehicle image information formed by the image information forming means. A lane change recognizing means for recognizing a lane change of an adjacent preceding vehicle when a direction instruction is given by the direction instructing means; and a lane change recognizing means for recognizing the lane change of the adjacent preceding vehicle. A recognition degree selecting means for setting the recognition degree of the first vehicle, and an approaching amount or approaching amount of the preceding vehicle traveling on the adjacent lane to the own vehicle traveling lane based on the preceding vehicle image information formed by the image information forming means. 3. The vehicle according to claim 2, further comprising: a lane change detecting means for detecting; and a recognition degree calculating means for calculating a second recognition degree based on the approach amount or the approach amount detected by the lane change detecting means. Travel control device for vehicles . 7. The degree of certainty calculating means fuses the first degree of recognition and the second degree of recognition calculated by the degree of recognition calculating means with a plurality of pieces of information in information used by the braking / driving force control means. 7. The vehicular travel control device according to claim 6, wherein a degree of the preceding vehicle in the adjacent lane interrupting the own vehicle lane is calculated as a certainty factor. 8. An inter-vehicle distance detecting means for detecting an inter-vehicle distance between the own vehicle and an adjacent lane preceding vehicle, and a relative vehicle speed detecting means for detecting a relative vehicle speed between the own vehicle and an adjacent lane preceding vehicle, The certainty degree calculating means calculates a certainty degree by multiplying a first recognition degree by a variable based on a relative vehicle speed detected by the relative vehicle speed detecting means, and a second recognition degree and an inter-vehicle distance detected by the inter-vehicle distance detecting means. The travel control device for a vehicle according to claim 7, wherein the calculation is performed by a sum of a multiplication value and a variable based on the distance. 9. The braking / driving force control means is configured to calculate a target driving force for maintaining the vehicle speed at one of a target vehicle speed and a set vehicle speed for making the following distance match the target following distance. The vehicle travel control device according to any one of claims 1 to 8, wherein the correction means is configured to perform correction so as to reduce the target driving force. 10. An inter-vehicle distance detecting means for detecting an inter-vehicle distance between the host vehicle and an adjacent lane preceding vehicle, wherein said braking / driving force control means includes a target vehicle speed for matching the inter-vehicle distance to a target inter-vehicle distance. The correction means is configured to calculate a target driving force for maintaining the own vehicle speed, and the correction means is configured to perform a correction to reduce an upper limit value of a time change rate of the target vehicle speed. The vehicle travel control device according to any one of claims 1 to 9, wherein: 11. An inter-vehicle distance detecting means for detecting an inter-vehicle distance between the own vehicle and a preceding vehicle in an adjacent lane, wherein the braking / driving force control means includes a target vehicle speed for matching the inter-vehicle distance to a target inter-vehicle distance. A target driving force for maintaining the own vehicle speed, and the correction unit is configured to perform a correction to increase the target inter-vehicle distance. 10. The vehicle travel control device according to any one of claims 9 to 9. 12. The vehicle travel control device according to claim 11, wherein the correction means is configured to perform correction such that the inter-vehicle time used for calculating the target inter-vehicle distance becomes longer. . 13. The correction means calculates the target inter-vehicle distance from a target inter-vehicle distance to a preceding vehicle in the own vehicle lane to a target inter-vehicle distance to a preceding vehicle in an adjacent lane in accordance with the certainty calculated by the certainty calculating means. 13. The vehicle travel control device according to claim 7, wherein the vehicle travel control device is configured to switch to a distance. 14. The vehicle according to claim 2, wherein the correction unit is configured to perform a correction for suppressing a change amount of the certainty factor when the change factor is large. Travel control device. 15. The inter-vehicle distance detecting means, when changing from the inter-vehicle distance to the preceding vehicle in the own vehicle lane to the inter-vehicle distance to the preceding vehicle in the adjacent lane, smoothly in accordance with the certainty of the certainty calculating means. 15. The vehicle travel control device according to claim 7, wherein the interpolated value is output to the braking / driving force control means.