JP2001341548A - Follow-up travel control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To carry out a stable follow-up travel according to the traveling state of a preceding vehicle or a vehicle in front of the preceding vehicle. SOLUTION: A control unit 1 computes relative distances Lm, Ls to one's own vehicle, deceleration ΔVm and ΔVs, and relative distance Lms between a first vehicle (the preceding vehicle) and a second vehicle (the vehicle in front of the preceding vehicle) on the basis of the detected position information and vehicle speed of one's own vehicle and the position information and vehicle speeds Vm and Vs of the first and second vehicles obtained from the first and second vehicles through a vehicle-to-vehicle distance communication apparatus 5 (S1-S3). When the relative distance Lms is a threshold value (a) or less (S6), when the deceleration ΔVs is larger than a threshold value (b) or more (S9) and when the deceleration ΔVs is larger than the deceleration ΔVm (S10), the follow-up object of one's own vehicle is changed from the first vehicle to the second vehicle. At this time, the threshold values a and b are corrected according to the own vehicle speed (S55 and S8), and the threshold b is corrected according to the relative distance Lm (S7).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a follow-up running control device that controls a vehicle such as an automobile to run automatically or semi-automatically while following a vehicle running ahead on an exclusive road for automobiles or the like.

[0002]

2. Description of the Related Art Conventionally, in the field of automobiles, a vehicle running ahead of a host vehicle (hereinafter referred to as "preceding vehicle") maintains a predetermined distance between the host vehicle and the host vehicle. There has been proposed a technique for controlling the running state of a vehicle.
No. 181487 calculates the inter-vehicle distance between the host vehicle and the preceding vehicle based on the inter-vehicle distance between the preceding vehicle and a vehicle located at the closest distance among vehicles traveling ahead of the preceding vehicle (hereinafter, the preceding vehicle). In addition, there has been proposed a technique for controlling a traveling state of a host vehicle so as to maintain the inter-vehicle distance.

[0003]

According to the above-mentioned prior art, when both the preceding vehicle and the preceding vehicle are running smoothly, the distance between the own vehicle and the preceding vehicle is a safe distance. Will be kept.

However, the inter-vehicle distance between the preceding vehicle to be maintained by the host vehicle and the preceding vehicle is calculated based on the inter-vehicle distance between the preceding vehicle and the preceding vehicle. If the vehicle decelerates suddenly, the responsiveness until the new inter-vehicle distance with the preceding vehicle that should be maintained by the vehicle will be a problem, and it is expected that the vehicle cannot be decelerated in a stable state. Is done.

[0005] Therefore, the present invention provides a first vehicle (preceding vehicle) traveling at a position closest to the host vehicle among vehicles traveling ahead, or a vehicle traveling ahead of the first vehicle, which is the first vehicle. It is an object of the present invention to provide a follow-up traveling device that performs stable follow-up traveling according to the traveling state of a second vehicle (preceding preceding vehicle) traveling at a close position.

[0006]

In order to achieve the above-mentioned object, the following cruise control device according to the present invention has the following configuration.

That is, information representing the traveling state of a first vehicle (preceding vehicle) traveling closest to the host vehicle among vehicles traveling ahead, and the information representing the traveling state of the vehicle traveling ahead of the first vehicle. Information obtaining means for obtaining information indicating a running state of a second vehicle (preceding preceding vehicle) running at a position closest to one vehicle, and a running state of the first and second vehicles obtained by the information obtaining means. Following travel control means for selecting any one of the first vehicle and the second vehicle based on the information indicating the vehicle and controlling the following traveling state of the own vehicle with respect to the selected vehicle. It is characterized by.

[0008] In a preferred embodiment, the following running control means is configured to determine that the information indicating the running state of the second vehicle indicates a deceleration greater than a predetermined deceleration.
The vehicle to be followed by the host vehicle may be switched from the first vehicle to the second vehicle.

Further, in this case, the predetermined deceleration is set according to a decrease in the inter-vehicle distance between the host vehicle and the first vehicle, or as the traveling speed of the host vehicle increases. It is good to set a small value.

[0010] In a preferred embodiment, the follow-up traveling control means determines that the inter-vehicle distance between the first vehicle and the second vehicle is shorter than a predetermined distance and that the first and second vehicles travel. The vehicle to be followed by the host vehicle may be switched from the first vehicle to the second vehicle when the information indicating the state indicates or when it is detected from the calculation result of the inter-vehicle distance based on the information.

In this case, the predetermined distance may be set to a large value as the traveling speed of the vehicle increases.

[0012] In a preferred embodiment, the follow-up running control means includes a deceleration of the first and second vehicles obtained from information indicating a running state of the first and second vehicles.
It is preferable to select the vehicle with the larger deceleration as the vehicle to be followed by the own vehicle.

[0013] In a preferred embodiment, the following running control means brakes the host vehicle for a predetermined time when the information indicating the running state of the second vehicle exceeds a predetermined deceleration. After that, it is preferable that the self-vehicle follows the first vehicle.

[0014]

According to the present invention described above, it is possible to provide a follow-up traveling device that performs a stable follow-up traveling in accordance with the traveling state of the first vehicle (preceding vehicle) or the second vehicle (preceding preceding vehicle). .

That is, according to the first aspect of the present invention, the traveling state of the first and second vehicles can be recognized in the own vehicle, and based on the information, one of the optimal vehicles to be followed is selected. Therefore, it is possible to realize tracking control with excellent responsiveness.

According to the second to fourth aspects of the present invention, a rear-end collision with the first vehicle can be prevented, and the own vehicle can be driven in a stable state according to the deceleration of the second vehicle. .

According to the fifth aspect of the present invention, when the inter-vehicle distance between the first and second vehicles decreases, for example, the first
The deceleration of the own vehicle can be started substantially at the same time as the deceleration of the vehicle is started, and stable following running can be realized.

Further, according to the invention of claim 6, control is realized in consideration of the general driving characteristics of the driver, that is, the higher the speed, the longer the inter-vehicle distance.

Further, according to the invention of claim 7, it is possible to quickly recognize that the vehicle should be decelerated, and to prevent a rear-end collision with a vehicle ahead.

According to the invention of claim 8, when the second vehicle decelerates abruptly, it is possible to prevent the driver from feeling uncomfortable when the own vehicle follows the traveling state of the first vehicle. .

[0021]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The following is a detailed description of an embodiment in which a follow-up cruise control device according to the present invention is applied to a typical automobile, with reference to the drawings.

In the following description, a vehicle traveling at the closest position among other vehicles traveling ahead of the vehicle will be referred to as a first vehicle (so-called preceding vehicle). Also, the first
A vehicle traveling at a position closest to the first vehicle among other vehicles traveling ahead of the vehicle is referred to as a second vehicle (corresponding to a so-called preceding vehicle).

[First Embodiment] FIG. 1 is a diagram showing a system configuration of a vehicle equipped with a follow-up traveling control device according to a first embodiment (FIG. 1 is shown for convenience of illustration and description). And device configurations not dealt with in this embodiment).

In the vehicle 100 shown in FIG. 1, reference numeral 1 denotes a control unit that controls the whole system of the following cruise control device in the present embodiment. Reference numeral 2 denotes a GPS sensor that detects the position of the vehicle 100 based on a GPS (global positioning system) signal received from the outside. Reference numeral 3 denotes a vehicle speed sensor that detects the vehicle speed of the vehicle 100.

Reference numeral 4 denotes a turn switch (a turn signal switch) operated by a driver who desires to change the course. Reference numeral 5 denotes an inter-vehicle communication device that transmits information indicating the running state of the own vehicle (vehicle 100) and receives information indicating the running state of another vehicle. In the present embodiment, as the information indicating the traveling state, the information transmitted and received between the own vehicle, the first vehicle, and the second vehicle includes at least position information and vehicle speed.

Reference numeral 6 denotes a display for displaying various information. Reference numeral 7 denotes a speaker for reproducing the output of the audio device and issuing an alarm. Reference numeral 8 denotes a throttle actuator for adjusting the acceleration state of the vehicle 100. 9 is a brake actuator for adjusting the deceleration state of the vehicle 100.
Reference numeral 10 denotes an imaging device such as a CCD (Charge Coupled Device) that captures an image of a traveling lane and an adjacent lane in front of the host vehicle, and the imaging device 10 includes one device having a wide angle of view, or A plurality may be provided for each lane to be photographed.

Incidentally, the individual device configuration of each detection end and output end shown in FIG. 1 is generally common at present, and a detailed description in this embodiment will be omitted.

FIG. 2 is a control block diagram of the follow-up traveling control device according to the first embodiment. Each block shown inside the control unit 1 expresses a control operation performed by the control unit 1 by a flow of an input signal. Control unit 1
Are based on various input signals shown in FIG. 1 and FIG.
The operation of the actuator 9 is controlled.

Here, the control processing of the control unit 1 in the first embodiment will be outlined.

In the present embodiment, the control unit 1
The acceleration / deceleration of the vehicle 100 is performed by operating the throttle actuator 8 and the brake actuator 9 in order to perform follow-up running control for the first vehicle or the second vehicle. At this time, the method of following control in the state where the first or second vehicle is selected is such that the headway times Tm and Ts with the selected vehicle become the target headway times T1 and T2 as the reference. At present, a general method for adjusting the own vehicle speed is adopted, and a detailed description in the present embodiment is omitted. However, in order to increase the control responsiveness when the vehicle to be followed is switched, the control amount to be set to the throttle actuator 8 and the brake actuator 9 which are the operation ends in order to realize the following traveling is different task. , Are calculated in parallel (strictly by pseudo-parallel processing) with respect to the first and second vehicles.

The control unit 1 receives, from the first and second vehicles, at least positional information (coordinate value data in a predetermined coordinate system) and vehicle speeds Vm, from the first and second vehicles, as information representing the running state of the first and second vehicles. Vs and the vehicle-to-vehicle communication device 5
And calculates the relative distances (inter-vehicle distances) Lm and Ls from the own vehicle based on the information.

As a specific selection criterion for selecting any one of the first vehicle and the second vehicle as a target to be followed, the control unit 1 determines that the decelerations ΔVm and ΔVs of the traveling speed among those vehicles are used. The larger vehicle is basically selected, but the predetermined value (threshold) used as a criterion for determining whether or not the deceleration is large depends on the traveling speed of the own vehicle and the difference between the own vehicle and the first vehicle. It is corrected by the relative distance Lm.

The above control processing by the control unit 1 is as follows.
Software previously stored in a ROM (not shown)
This is realized by execution by a CPU (not shown).
The details of the control process will be described.

FIG. 3 is a flowchart showing the control processing performed by the control unit 1 in the first embodiment. The procedure of the processing performed when the follow-up traveling mode is selected by an occupant operating a switch (not shown). Is shown.

In the figure, step S1: The current position of the own vehicle is detected by the GPS sensor 2, and the vehicle speed of the own vehicle is detected by the vehicle speed sensor 3. Further, the current position information and the vehicle speeds Vm and Vs of the first and second vehicles are obtained through the inter-vehicle communication device 5. Then, based on the current position (current position information) of the own vehicle and the current position information of the first and second vehicles, the relative distance L between the own vehicle and the first vehicle is determined.
m and the relative distance Ls between the host vehicle and the second vehicle are calculated.

Step S2: The headway times Tm and Ts are calculated for the first and second vehicles. Here, the headway time means that, in a state where the own vehicle is following the preceding vehicle (first and second vehicles), the own vehicle moves from the current position of the own vehicle to the preceding vehicle at that time. Is the travel time required to reach the location where is located. Since the calculation method is currently common, detailed description in the present embodiment is omitted.

Step S3: The vehicle speeds Vm, Vs obtained in step S1 for the first and second vehicles and the vehicle speeds Vm, Vs obtained in step S1 in the previous control cycle.
, The deceleration ΔV of the first vehicle is calculated.
m and the deceleration ΔVs of the second vehicle are calculated.

Step S4: The relative distance Lms between the first and second vehicles is calculated based on the current position information obtained in step S1 for the first and second vehicles.

Step S5: Threshold value a used for determining that the object to be followed is switched from the first vehicle to the second vehicle
Is corrected in accordance with the vehicle speed detected in step S1. Specifically, the threshold value a is set to a large value as the traveling speed of the host vehicle increases. As a result, in the determination processing of step S6, control is performed in consideration of the general driving characteristics of the driver such that the higher the speed, the longer the inter-vehicle distance.

Step S6: The relative distance Lms between the first vehicle and the second vehicle calculated in step S4, and the threshold a
When the comparison result is Lms ≦ a, it is anticipated that the first vehicle will soon start decelerating in accordance with the deceleration of the second vehicle, and that the deceleration of the first vehicle is detected. When decelerating the vehicle, it is expected that the host vehicle will collide with the first vehicle, or a situation in which sudden braking is required to prevent the collision will occur. In order to continue stable running of the host vehicle by responding (that is, to avoid dangers due to sudden braking as much as possible), the target to be followed must be the first target.
The mode is switched from the vehicle to the second vehicle, and the process proceeds to step S12 in order to perform the following running with respect to the second vehicle.

On the other hand, when the result of the comparison is Lms> a, the target to be followed is the first vehicle, and the process proceeds to step S.
Go to 7.

Step S7: Threshold value b used for determining whether to switch the target to be tracked from the first vehicle to the second vehicle
Is corrected in accordance with the relative distance Lm between the host vehicle and the first vehicle calculated in step S1. Specifically, the threshold b
Sets a small value as the relative distance Lm becomes shorter. Accordingly, in the determination process in step S9, even when the second vehicle decelerates, if the relative distance Lm between the host vehicle and the first vehicle is large to some extent, the host vehicle is set to the first vehicle as the tracking target. Braking can be performed in a stable state.

Step S8: The threshold value b corrected in step S7 is further corrected according to the own vehicle speed detected in step S1. Specifically, the threshold value b is set to a small value as the traveling speed of the host vehicle increases.
Thus, in the determination process in step S9, when the second vehicle is decelerated, the higher the traveling speed of the own vehicle, the earlier the braking can be performed.

Step S9: The deceleration ΔVs of the second vehicle calculated in step S3 is compared with a threshold value b, and if the comparison result is ΔVs ≧ b, step S9 is executed.
Since the same situation as described above in 6 is expected,
In this case also, the process proceeds to step S12. On the other hand, when the comparison result is ΔVs <b, the process proceeds to step S10 with the target to be followed remaining as the first vehicle.

Step S10: The deceleration ΔVm of the first vehicle calculated in step S3 and the deceleration ΔVs of the second vehicle
Is performed, and when the comparison result is ΔVs> ΔVm, the same situation as described above in step S6 is expected. In this case, the process also proceeds to step S12. On the other hand, when the result of the comparison is ΔVs ≦ ΔVm, it is necessary to promptly respond to the large deceleration state that has occurred in the first vehicle.
Proceed to 11.

Step S11: Follows the first vehicle according to the difference between the target headway time T1 stored in advance in a memory such as a ROM and the headway time Tm of the host vehicle with respect to the first vehicle calculated in step S2. And then returns.

Specifically, as described above, the control amount to be set at the operation end in order to realize the following traveling is whether the first vehicle or the second vehicle is selected as the following object. In this step, the control amount calculated based on the headway time Tm and the target headway time T1 for the first vehicle is determined by the throttle / actuator. 8 and the brake actuator 9 may be set as they are.

Step S12: Follow-up for following the second vehicle according to the difference between the target headway time T2 and the headway time Ts of the own vehicle with respect to the second vehicle calculated in step S2, similarly to step S11. Execute the control and return.

According to the above-described embodiment, the traveling states of the first and second vehicles can be recognized in the own vehicle, and based on the information, any one of the most suitable vehicles is selected as the following object. Therefore, it is possible to realize tracking control with excellent responsiveness.

The mode for reducing the traveling speed is as follows.
The brake actuator 9 may be operated as described above, but may be realized by a downshift operation of the automatic transmission.

[Second Embodiment] Next, a second embodiment based on the following cruise control device according to the first embodiment will be described. In the following description, the same configuration as that of the first embodiment will not be described repeatedly, and the description will focus on the characteristic portions of the present embodiment.

FIG. 4 is a control block diagram of the follow-up traveling control device according to the second embodiment. Each block shown inside the control unit 1 controls the control operation performed by the control unit 1 in the present embodiment by input signals. The control unit 1 controls the operation of a throttle actuator 8 and a brake actuator 9 which are operating terminals based on various input signals shown in FIGS. 1 and 4.

Here, the control processing of the control unit 1 in the second embodiment will be outlined.

In the present embodiment, the vehicle to be controlled by the control unit 1 is the first vehicle, which is different from the first embodiment.
When the second vehicle has suddenly braked, that is, when the deceleration ΔVs of the second vehicle is greater than the threshold value c, the brake actuator 9 is operated to decelerate the own vehicle.

FIG. 5 is a flowchart showing a control process performed by the control unit 1 in the second embodiment. The procedure of the process performed when the follow-up traveling mode is selected by an occupant operating a switch (not shown). Is shown.

In the figure, step S21: The current position of the own vehicle is detected by the GPS sensor 2, and the vehicle speed of the own vehicle is detected by the vehicle speed sensor 3. Further, the current position information and the vehicle speed V of the first vehicle are transmitted via the inter-vehicle communication device 5.
and the vehicle speed Vs of the second vehicle. Then, based on the current position of the own vehicle (current position information) and the current position information of the first vehicle, the relative distance L between the own vehicle and the first vehicle is determined.
Calculate m.

Steps S22 and S23: The headway time Tm with the first vehicle and the deceleration ΔVs of the second vehicle are calculated in the same procedure as in steps S2 and S3 in FIG.

Step S24: In the same procedure as in step S7 of FIG. 3, the threshold value c used for determining whether to switch the target to be followed from the first vehicle to the second vehicle is determined in step S2.
The correction is made according to the relative distance Lm between the own vehicle and the first vehicle calculated in step 1. Specifically, the threshold value c is a relative distance Lm
Set a smaller value as becomes shorter.

Step S25: Similar to step S8 in FIG. 3, the threshold value c corrected in step S24 is further corrected according to the own vehicle speed detected in step S21. Specifically, the threshold value c is set to a small value as the traveling speed of the host vehicle increases.

Steps S26 to S28: The deceleration ΔVs of the second vehicle calculated in step S23 is compared with a threshold value c (step S26). If the comparison result is ΔVs ≧ c, the second It is also anticipated that the first vehicle will start decelerating shortly in response to the deceleration of the vehicle, and if the own vehicle decelerates after detecting the deceleration of the first vehicle, the own vehicle will collide with the first vehicle, or Since it is expected that sudden braking is required to prevent a rear-end collision, in step S28, braking is immediately performed by operating the brake actuator 9 for a predetermined time.

On the other hand, when the result of the comparison is ΔVs <c, the difference between the target headway time T1 stored in advance in a memory such as a ROM and the headway time Tm of the own vehicle with respect to the first vehicle calculated in step S2. In accordance with the first vehicle, a follow-up control for following the first vehicle is executed (step S27),
To return.

According to the above-described embodiment, the traveling state of the second vehicle can be recognized in the own vehicle traveling following the first vehicle, and when the second vehicle is greatly decelerated, Since the braking is immediately performed for a predetermined time, the following control with excellent responsiveness can be realized, and in such a case, the driver does not feel uncomfortable when the own vehicle follows the traveling state of the first vehicle. can do.

In each of the above-described embodiments, the information indicating the traveling states of the first and second vehicles is directly obtained by the inter-vehicle communication device 5, but the present invention is not limited to this system configuration. The information may be obtained via a road-to-vehicle communication device that performs communication with predetermined ground equipment. In this case, it is assumed that the relative distance Lm between the host vehicle and the first vehicle and the relative distance Ls between the first vehicle and the second vehicle can be directly obtained from the ground equipment.

<Reference Example> Next, when there are a plurality of lanes in which the following running control is possible in the above-described embodiment, the driver cancels the following running mode of the own vehicle in the currently running lane. A preferred reference technique adopted when a lane change is performed to an adjacent lane by manual operation and the following traveling mode is to be set again will be described.

FIG. 6 is a control block diagram of a follow-up running control device according to the reference technology based on the first and second embodiments. Each block shown inside the control unit 1 is a control unit according to the present embodiment. 1 is expressed by a flow of input signals, and the control unit 1 performs alarm control using a display 6 and a speaker 7 which are man-machine interfaces based on various input signals shown in FIGS. I do.

Here, the control unit 1 in this embodiment is
An outline of the alarm processing will be described.

When the driver manually changes the lane to another lane adjacent to the lane in which the vehicle is currently running, the control unit 1 controls the vehicle in front of the preceding vehicle traveling in the lane to be driven. In order to follow a vehicle close to the vehicle as the first vehicle in the first and second embodiments described above, the difference between the headway time Tm and the target headway time T1 between the preceding vehicle and the host vehicle is smaller than the threshold value d, When the relative speed is smaller than the threshold value e, it is determined that the following traveling is possible, and the preceding vehicle is displayed on the display 6.

In this embodiment, the control unit 1 can recognize the running state of other vehicles existing in the surroundings via the inter-vehicle communication device 5. When the lane change condition is satisfied by the driver's manual operation when the above lane change condition is satisfied,
When the vehicle traveling behind the host vehicle in the lane (transition lane) to be newly traveled has already traveled as the target vehicle to follow, the control unit 1 has set the target vehicle as the target vehicle to follow. Then, an alarm is issued by the speaker 7 to prohibit a lane change to the lane.

FIG. 7 is a flowchart showing an alarm process performed by the control unit 1 as a reference technique based on the first and second embodiments. The occupant operates a switch (not shown) to release the following travel mode. The following shows the procedure of the processing performed when the operation is performed.

In the figure, step S31: detecting the operation state of the turn switch 4 by the occupant,
An adjacent lane (transition lane) to which the occupant intends to transition is determined.

Step S32: The current position of the own vehicle is detected by the GPS sensor 2, and the vehicle speed of the own vehicle is detected by the vehicle speed sensor 3. Further, the current position information and the vehicle speed Vm of the preceding vehicle (hereinafter, referred to as a target first vehicle) in the transition lane are obtained via the inter-vehicle communication device 5. Then, the current position of the vehicle (current position information),
The relative distance Lm between the host vehicle and the target first vehicle is calculated based on the current position information of the target first vehicle.

Step S33: The headway time Tm is calculated for the target first vehicle, and the self-vehicle and the target first vehicle are linked according to the vehicle speed of the host vehicle obtained in step S3 and the vehicle speed Vm of the target first vehicle. The relative speed Vm1 is calculated.

Step S34: It is determined via the inter-vehicle communication device 5 whether or not the rear vehicle on the transition lane is in the following running with the target first vehicle as the first vehicle (following running mode). The process proceeds to step S38 when the determination is YES (when the vehicle is following the target first vehicle), and when the determination is NO (when the vehicle is following the target first vehicle). If not, go to step S35.

Step S35: Since it is determined in step S34 that the following vehicle is not following the target first vehicle, the travel position of the target first vehicle on the transition lane is determined in this step. A threshold value d for determining whether the vehicle is located within a range that can be followed by the own vehicle, and a headway time T for the target first vehicle calculated in step S33.
The difference between m and the target headway time T1 is compared, and if the result of the comparison is Tm ≦ d, the process proceeds to step S36, where Tm>
In the case of d, it returns.

Step S36: A threshold value e for determining whether or not the traveling position of the target first vehicle in the transition lane is within a range that the own vehicle can follow, and the own vehicle and the target first vehicle calculated in step S33. Is compared with the absolute value of the relative speed Vm1. When | Vm1 | ≦ e, the process proceeds to step S37, and when | Vm1 |> e, returns.

Step S37: The first vehicle in the transition lane being imaged by the imaging device 10 is displayed on the display 6 in order to notify that the driver can change lanes to the transition lane desired by the driver, and the process returns. .

Step S38: Since it is determined in step S34 that the following vehicle in the transition lane is following the target vehicle as the first vehicle,
The own vehicle interrupts between the following vehicle and the target first vehicle, and informs that the vehicle cannot follow the vehicle.
In this step, the speaker 7 outputs guidance indicating that effect and a pseudo horn sound, and returns.

According to the above-described reference technology, on a road having a plurality of lanes in which the vehicle can follow the vehicle, the lane change by the manual operation can be smoothly and smoothly performed without disturbing the traffic of other vehicles around the vehicle following the vehicle. It can be done safely.

[Brief description of the drawings]

FIG. 1 is a diagram illustrating a system configuration of a vehicle equipped with a following travel control device according to a first embodiment.

FIG. 2 is a control block diagram of the follow-up traveling control device according to the first embodiment.

FIG. 3 is a flowchart illustrating a control process performed by a control unit 1 in the first embodiment.

FIG. 4 is a control block diagram of a follow-up traveling control device according to a second embodiment.

FIG. 5 is a flowchart illustrating a control process performed by a control unit 1 in a second embodiment.

FIG. 6 is a control block diagram of a follow-up traveling control device according to a reference technology based on the first and second embodiments.

FIG. 7 is a flowchart showing an alarm process performed by the control unit 1 as a reference technique based on the first and second embodiments.

[Explanation of symbols]

 1: control unit, 2: GPS sensor, 3: vehicle speed sensor, 4: turn switch, 5: inter-vehicle communication device, 6: display, 7: speaker, 8: throttle actuator, 9: brake actuator, 10: imaging apparatus,

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) B60R 21/00 627 B60R 21/00 627 628 628C F02D 29/00 F02D 29/00 H 29/02 301 29 / 02 301D G08G 1/09 G08G 1/09 H 1/16 1/16 EF term (reference) 3D041 AA41 AC15 AD46 AD51 AE04 AE32 AE41 3D044 AA25 AC26 AC28 AC55 AC59 AD04 AD17 AD21 AE04 AE07 3G093 AA05 BA23 BA24 DB00 DB05 DB16 DB23 EA09 EB03 EB04 EC01 FA11 FA12 5H180 AA01 BB04 CC04 CC12 FF05 FF13 LL01 LL04 LL09

Claims (8)

[Claims] An information indicating a traveling state of a first vehicle traveling at a position closest to the own vehicle among vehicles traveling ahead, and information indicating a traveling state of the first vehicle among vehicles traveling ahead of the first vehicle. Information obtaining means for obtaining information indicating a running state of a second vehicle traveling in a close position; and information indicating the running state of the first and second vehicles obtained by the information obtaining means. A follow-up running control unit that selects any one of the first vehicle and the second vehicle and controls a follow-up running state of the own vehicle with respect to the selected vehicle. . 2. The vehicle control system according to claim 1, wherein when the information representing the traveling state of the second vehicle indicates that the deceleration is greater than a predetermined deceleration, the following vehicle controls the vehicle to be followed by the own vehicle. The tracking control device according to claim 1, wherein the first vehicle is switched to the second vehicle. 3. The following cruise control means, wherein the predetermined deceleration is set to a small value as the inter-vehicle distance between the host vehicle and the first vehicle decreases. The following cruise control device according to claim 2. 4. The following deceleration control means, wherein the predetermined deceleration is set to a smaller value as the traveling speed of the host vehicle increases.
A follow-up traveling control device as described in the above. 5. The following cruise control means indicates that the inter-vehicle distance between the first vehicle and the second vehicle has become shorter than a predetermined distance, based on information indicating a traveling state of the first and second vehicles. 2. The vehicle according to claim 1, wherein a vehicle to be followed by the own vehicle is switched from the first vehicle to the second vehicle, or when the vehicle is detected from a calculation result of the inter-vehicle distance based on the information. Following running control device. 6. The follow-up traveling control according to claim 5, wherein the predetermined distance is set to a large value as the traveling speed of the host vehicle increases. apparatus. 7. The following cruise control means determines which one of the decelerations of the first and second vehicles obtained from the information indicating the traveling state of the first vehicle and the second vehicle has a larger deceleration as the own vehicle. The following travel control device according to claim 1, wherein the vehicle is selected as a vehicle to be followed. 8. When the information indicating the running state of the second vehicle exceeds a predetermined deceleration, the following running control means brakes the own vehicle for a predetermined time, and then controls the first vehicle. 2. The tracking control device according to claim 1, wherein the tracking operation of the own vehicle with respect to the vehicle is continued.