JP2008120141A - Travel control device for vehicle - Google Patents

Travel control device for vehicle Download PDF

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JP2008120141A
JP2008120141A JP2006303276A JP2006303276A JP2008120141A JP 2008120141 A JP2008120141 A JP 2008120141A JP 2006303276 A JP2006303276 A JP 2006303276A JP 2006303276 A JP2006303276 A JP 2006303276A JP 2008120141 A JP2008120141 A JP 2008120141A
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vehicle
deceleration
preceding vehicle
speed
region
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JP4980030B2 (en
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Tadashi Maruyama
匡 丸山
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Subaru Corp
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Fuji Heavy Industries Ltd
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Abstract

<P>PROBLEM TO BE SOLVED: To stably stop a vehicle by easy control and suppress an unnecessary deceleration change just before a stop without giving an unnatural feeling to a driver. <P>SOLUTION: A travel control unit 5 sets a first area just after a preceding vehicle and a second area in the rear of the first area when it is estimated that the preceding vehicle is almost stopped. The travel control unit 5 calculates and outputs a deceleration G3 to stop one's own vehicle 1 at a position of Dstop in the rear of the preceding vehicle when the own vehicle 1 travels in an area in the further rear of the second area, outputs a prescribed deceleration KG2 only when the vehicle travels at a slower vehicle speed than a creep vehicle speed V2 at which the vehicle travels by a creep phenomenon when the own vehicle 1 travels in the second area, and outputs a prescribed deceleration KG1 larger than the prescribed deceleration KG2 only when the vehicle travels at a lower vehicle speed than the creep vehicle speed V1 at which the vehicle travels by the creep phenomenon when the own vehicle 1 travels in the first area. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

本発明は、略停止状態の先行車に対して追従停止制御を行う車両の走行制御装置に関する。   The present invention relates to a vehicle travel control device that performs follow-up stop control on a preceding vehicle that is substantially stopped.

近年、車両においては、搭載したカメラやレーザレーダ装置等により前方の走行環境を検出し、この走行環境データから障害物や先行車を認識して、自車両の目標減速度を設定し、障害物や先行車に対して車間距離を一定に保ちながら走行したり（追従走行制御）、車間距離を一定に保って停止する（追従停止制御）走行制御装置が開発され、実用化されている。   In recent years, in vehicles, the traveling environment ahead is detected by an installed camera, laser radar device, etc., obstacles and preceding vehicles are recognized from the traveling environment data, the target deceleration of the own vehicle is set, the obstacle In addition, a travel control device has been developed and put into practical use for traveling with a constant inter-vehicle distance with respect to a preceding vehicle (following travel control) or stopping with a constant inter-vehicle distance (following stop control).

例えば、特開２００４−３２２７２９号公報では、先行車に対する追従停止制御の際に、自車両が停止する直前に、要求減速度を低減させることにより、ドライバが行うブレーキ操作の「抜き」と同じ状態を作る技術が開示されている。
特開２００４−３２２７２９号公報 For example, in Japanese Patent Application Laid-Open No. 2004-322729, in the follow-up stop control with respect to the preceding vehicle, the same state as that of the “pulling” of the brake operation performed by the driver by reducing the requested deceleration immediately before the own vehicle stops. Techniques for making are disclosed.
JP 2004-322729 A

しかしながら、上述の特許文献１で開示される停止直前の要求減速度を低減させる技術では、要求減速度を低減させるタイミング、及び、低減させる要求減速度の値を演算により求めるため、制御が複雑になるという問題がある。また、追従停止制御に入ってから発生させる減速度が複雑に変化するため、加減速が入り交じって変動し、却ってドライバに不自然な感覚を与え、不快感を生じさせてしまう虞もある。   However, in the technique for reducing the required deceleration immediately before stop disclosed in Patent Document 1 described above, the timing for reducing the required deceleration and the value of the required deceleration to be reduced are obtained by calculation, so that the control is complicated. There is a problem of becoming. In addition, since the deceleration generated after entering the follow-up stop control changes in a complicated manner, the acceleration / deceleration fluctuates and fluctuates, giving the driver an unnatural feeling and possibly causing discomfort.

本発明は上記事情に鑑みてなされたもので、簡単な制御で実現でき、また、停止間際での不要な減速度変化を抑制し、ドライバに対して不自然な感覚を与えることなく安定した停止が行える車両の走行制御装置を提供することを目的とする。   The present invention has been made in view of the above circumstances, and can be realized by simple control. Further, the present invention suppresses unnecessary deceleration change just before stopping, and stable stopping without giving an unnatural feeling to the driver. An object of the present invention is to provide a vehicle travel control device that can perform the above-described operation.

本発明は、自車両前方の先行車を認識し、先行車情報を取得する先行車認識手段と、上記先行車の略停止状態を推定する停止状態推定手段と、上記略停止状態となった先行車の後方に複数の領域を設定し、該設定した領域毎に自車両に発生させる一定の減速度を設定する減速度設定手段とを備えたことを特徴としている。   The present invention recognizes a preceding vehicle ahead of the host vehicle and acquires preceding vehicle information, a stop state estimating unit that estimates a substantially stopped state of the preceding vehicle, and a preceding vehicle that is in the substantially stopped state. It is characterized by comprising a deceleration setting means for setting a plurality of areas behind the vehicle and setting a constant deceleration generated in the host vehicle for each of the set areas.

本発明による車両の走行制御装置は、簡単な制御で実現でき、また、停止間際での不要な減速度変化を抑制し、ドライバに対して不自然な感覚を与えることなく安定した停止を行うことが可能となる。   The vehicle travel control device according to the present invention can be realized by simple control, suppresses unnecessary deceleration change just before stopping, and performs stable stop without giving an unnatural feeling to the driver. Is possible.

以下、図面に基づいて本発明の実施の形態を説明する。
図１乃至図５は本発明の実施の一形態を示し、図１は車両に搭載した走行制御装置の概略構成図、図２は自動追従制御プログラムのフローチャート、図３は追従停止制御ルーチンのフローチャート、図４は追従走行制御における数式に用いるパラメータの説明図、図５は略停止状態の先行車後方に設定される領域の説明図である。 Hereinafter, embodiments of the present invention will be described with reference to the drawings.
1 to 5 show an embodiment of the present invention, FIG. 1 is a schematic configuration diagram of a travel control device mounted on a vehicle, FIG. 2 is a flowchart of an automatic tracking control program, and FIG. 3 is a flowchart of a tracking stop control routine. 4 is an explanatory diagram of parameters used in mathematical expressions in the follow-up traveling control, and FIG. 5 is an explanatory diagram of a region set behind the preceding vehicle in a substantially stopped state.

図１において、符号１は車間距離制御機能付自動車等の車両（自車両）で、この自車両１には、走行制御装置の一例としての車間距離制御機能付クルーズコントロールシステム（ＡＣＣ（Adaptive Cruise Control）システム）２が搭載されている。   In FIG. 1, reference numeral 1 denotes a vehicle (own vehicle) such as an automobile with an inter-vehicle distance control function, and the own vehicle 1 includes an cruising control system (ACC (Adaptive Cruise Control) with an inter-vehicle distance control function as an example of a travel control device. ) System 2 is installed.

このＡＣＣシステム２は、ステレオカメラ３、ステレオ画像認識装置４、走行制御ユニット５等を主として構成され、このＡＣＣシステム２では、基本的に、先行車が存在しない定速走行制御状態のときにはドライバが設定した車速を保持した状態で走行し、先行車が存在する場合には、後述の図２の自動追従制御プログラムにより制御される。   The ACC system 2 mainly includes a stereo camera 3, a stereo image recognition device 4, a travel control unit 5, and the like. In this ACC system 2, a driver is basically in a constant speed travel control state in which no preceding vehicle exists. When the vehicle travels with the set vehicle speed maintained and there is a preceding vehicle, the vehicle is controlled by an automatic follow-up control program shown in FIG.

ステレオカメラ３は、ステレオ光学系として例えば電荷結合素子（ＣＣＤ）等の固体撮像素子を用いた１組の（左右の）ＣＣＤカメラで構成され、これら１組のＣＣＤカメラは、それぞれ車室内の天井前方に一定の間隔をもって取り付けられ、車外の対象を異なる視点からステレオ撮像し、撮像された画像情報はステレオ画像認識装置４に出力される。   The stereo camera 3 is composed of a set of (left and right) CCD cameras using a solid-state imaging device such as a charge coupled device (CCD) as a stereo optical system, and each set of the CCD cameras is a ceiling in a vehicle interior. Attached to the front with a certain interval, an object outside the vehicle is imaged in stereo from different viewpoints, and the captured image information is output to the stereo image recognition device 4.

また、自車両１には、自車速Ｖ０を検出する車速センサ６が設けられており、この自車速Ｖ０は、ステレオ画像認識装置４と走行制御ユニット５とに出力される。更に、自車両１のブレーキスイッチ７からのブレーキペダルのＯＮ−ＯＦＦ信号は、走行制御ユニット５に入力される。   In addition, the host vehicle 1 is provided with a vehicle speed sensor 6 that detects the host vehicle speed V0. The host vehicle speed V0 is output to the stereo image recognition device 4 and the travel control unit 5. Furthermore, the brake pedal ON / OFF signal from the brake switch 7 of the host vehicle 1 is input to the travel control unit 5.

ステレオ画像認識装置４は、ステレオカメラ３からの画像、車速センサ６からの自車速Ｖ０が入力され、ステレオカメラ３からの画像に基づき自車両１前方の立体物データと白線データの前方情報を検出し、自車両１の進行路（自車進行路）を推定する。そして、自車両１前方の先行車を抽出して、先行車距離（車間距離）Ｌ、先行車速（（車間距離Ｌの変化の割合）＋（自車速Ｖ０））Ｖｆ、先行車減速度（先行車速Ｖｆの微分値）ａｆ、先行車以外の静止物位置、白線座標、白線認識距離、自車進行路座標等の各データを走行制御ユニット５に出力する。   The stereo image recognition device 4 receives the image from the stereo camera 3 and the vehicle speed V0 from the vehicle speed sensor 6 and detects the front information of the three-dimensional object data and the white line data ahead of the vehicle 1 based on the image from the stereo camera 3. Then, the traveling path of the host vehicle 1 (the host vehicle traveling path) is estimated. Then, the preceding vehicle ahead of the host vehicle 1 is extracted, the preceding vehicle distance (inter-vehicle distance) L, the preceding vehicle speed ((the rate of change of the inter-vehicle distance L) + (own vehicle speed V0)) Vf, the preceding vehicle deceleration (preceding) Different data of the vehicle speed Vf) af, stationary object position other than the preceding vehicle, white line coordinates, white line recognition distance, own vehicle traveling path coordinates, and the like are output to the travel control unit 5.

ここで、ステレオ画像認識装置４における、ステレオカメラ３からの画像の処理は、例えば以下のように行われる。まず、ステレオカメラ３で撮像した自車両１の進行方向の環境の１組のステレオ画像対に対し、対応する位置のずれ量から三角測量の原理によって距離情報を生成する。そして、この距離情報を基に、周知のグルーピング処理や、予め記憶しておいた三次元的な道路形状データ、立体物データ等と比較し、白線データ、道路に沿って存在するガードレール、縁石等の側壁データ、車両等の立体物データを抽出する。立体物データでは、立体物までの距離と、この距離の時間的変化（自車両１に対する相対速度）が求められ、特に自車進行路上にあるもっとも近い車両で、自車両１と略同じ方向に所定の速度（例えば、０km/h以上）で走行するものが先行車として抽出される。尚、先行車の中で、特に、速度Ｖｆが略所定値（例 ４km/h）以下で、且つ、加速していない車両は、略停止状態の先行車として認識される。また、自車両の前方に存在する障害物も上述の先行車と同様に扱われる。このように、ステレオカメラ３、及び、ステレオ画像認識装置４は、先行車認識手段、停止状態推定手段として設けられている。   Here, the processing of the image from the stereo camera 3 in the stereo image recognition device 4 is performed as follows, for example. First, distance information is generated on the basis of the principle of triangulation from a corresponding positional shift amount for a pair of stereo images in the traveling direction environment of the host vehicle 1 captured by the stereo camera 3. And based on this distance information, compared with well-known grouping processing and pre-stored three-dimensional road shape data, solid object data, etc., white line data, guardrails, curbs, etc. existing along the road Side wall data and three-dimensional object data such as vehicles are extracted. In the three-dimensional object data, a distance to the three-dimensional object and a temporal change (relative speed with respect to the own vehicle 1) of this distance are obtained. A vehicle traveling at a predetermined speed (for example, 0 km / h or more) is extracted as a preceding vehicle. Of the preceding vehicles, in particular, a vehicle whose speed Vf is approximately equal to or less than a predetermined value (eg, 4 km / h) and is not accelerated is recognized as a preceding vehicle in a substantially stopped state. Moreover, the obstacle which exists ahead of the own vehicle is also handled like the above-mentioned preceding vehicle. Thus, the stereo camera 3 and the stereo image recognition apparatus 4 are provided as a preceding vehicle recognition means and a stop state estimation means.

走行制御ユニット５は、ドライバの操作入力によって設定される走行速度を維持するよう定速走行制御を行う定速走行制御の機能、及び、後述の図２に示す自動追従制御の機能を実現するもので、ステアリングコラムの側部等に設けられた定速走行操作レバーに連結される複数のスイッチ類で構成された定速走行スイッチ８、ステレオ画像認識装置４、車速センサ６、ブレーキスイッチ７等が接続されている。   The traveling control unit 5 realizes a constant speed traveling control function for performing constant speed traveling control so as to maintain a traveling speed set by a driver's operation input, and an automatic tracking control function shown in FIG. Thus, there are a constant speed travel switch 8, a stereo image recognition device 4, a vehicle speed sensor 6, a brake switch 7 and the like composed of a plurality of switches connected to a constant speed travel operation lever provided on the side of the steering column. It is connected.

定速走行スイッチ８は、定速走行時の目標車速を設定する車速セットスイッチ、主に目標車速を下降側へ変更設定するコーストスイッチ、主に目標車速を上昇側へ変更設定するリジュームスイッチ等で構成されている。更に、この定速走行操作レバーの近傍には、定速走行制御及び自動追従制御のＯＮ／ＯＦＦを行うメインスイッチ（図示せず）が配設されている。   The constant speed travel switch 8 is a vehicle speed set switch for setting the target vehicle speed during constant speed travel, a coast switch for mainly changing the target vehicle speed to the lower side, a resume switch for changing the target vehicle speed to the upper side, etc. It is configured. Further, a main switch (not shown) for turning ON / OFF constant speed traveling control and automatic tracking control is disposed in the vicinity of the constant speed traveling operation lever.

ドライバが図示しないメインスイッチをＯＮし、定速走行操作レバーにより、希望する車速をセットすると、定速走行スイッチ８からの信号が走行制御ユニット５に入力される。そして、車速センサ６で検出した車速が、ドライバのセットした設定車速に収束するように、スロットル弁制御装置９に信号出力してスロットル弁１０の開度をフィードバック制御し、自車両１を定速状態で自動的に走行させ、或いは、自動ブレーキ制御装置１１に減速信号を出力して自動ブレーキを作動させる。   When the driver turns on a main switch (not shown) and sets a desired vehicle speed by means of a constant speed traveling operation lever, a signal from the constant speed traveling switch 8 is input to the traveling control unit 5. Then, the vehicle speed detected by the vehicle speed sensor 6 is output as a signal to the throttle valve control device 9 so that the vehicle speed detected by the driver converges to the set vehicle speed set by the driver, and the opening degree of the throttle valve 10 is feedback-controlled. The vehicle is automatically driven in a state, or a deceleration signal is output to the automatic brake control device 11 to activate the automatic brake.

また、走行制御ユニット５は、定速走行制御を行っている際に、ステレオ画像認識装置４にて先行車を認識した場合には、所定の条件で、後述する自動追従制御へ自動的に切り換えられる。尚、定速走行制御の機能、及び、自動追従制御の機能は、ドライバがブレーキを踏んだ場合や、自車速Ｖ０が予め設定しておいた上限値を超える場合、或いは、メインスイッチがＯＦＦされた場合には、解除される。   Also, the traveling control unit 5 automatically switches to automatic follow-up control (described later) under a predetermined condition when the preceding vehicle is recognized by the stereo image recognition device 4 during constant speed traveling control. It is done. The constant speed traveling control function and the automatic tracking control function are used when the driver steps on the brake, when the vehicle speed V0 exceeds a preset upper limit value, or the main switch is turned off. If it is canceled, it is canceled.

走行制御ユニット５における自動追従制御では、先行車が略停止状態と推定されず、走行状態と判定された場合には、予め設定しておいた式により目標減速度ａを設定し、この目標減速度ａを実現できるようにスロットル弁制御装置９、及び、自動ブレーキ制御装置１１に制御信号を出力して追従走行制御を実行する。一方、先行車が略停止状態と推定される場合には、先行車の直後に第１の領域（先行車後方の、例えば３ｍの領域）と、この第１の領域の後方に第２の領域（第１の領域後方の、例えば２ｍの領域）を設定する。そして、自車両１が第２の領域の更に後方の領域を走行している場合には、先行車後方のＤstop（例えば、３ｍ）の位置で停止する減速度Ｇ３を演算して自動ブレーキ制御装置１１に出力し、自車両１が第２の領域を走行している場合には、車両がクリープ現象で走行するクリープ車速Ｖ２（例えば、７km/h）よりも低車速の場合に限り、一定の減速度ＫＧ２を自動ブレーキ制御装置１１に出力し、自車両１が第１の領域を走行している場合には、車両がクリープ現象で走行するクリープ車速Ｖ１（例えば、７km/h）よりも低車速の場合に限り、上述の一定の減速度ＫＧ２よりも大きな一定の減速度ＫＧ１を自動ブレーキ制御装置１１に出力するようになっている。すなわち、走行制御ユニット５は、減速度設定手段としての機能を有して構成されている。   In the automatic follow-up control in the traveling control unit 5, when the preceding vehicle is not estimated to be in a substantially stopped state and is determined to be in the traveling state, the target deceleration a is set by a preset equation, and this target reduction is performed. The control signal is output to the throttle valve control device 9 and the automatic brake control device 11 so as to realize the speed a, and the follow-up running control is executed. On the other hand, when the preceding vehicle is estimated to be in a substantially stopped state, a first region (for example, a region 3 m behind the preceding vehicle) immediately after the preceding vehicle and a second region behind the first region (2m area behind the first area, for example) is set. When the host vehicle 1 is traveling in a region further rearward of the second region, an automatic brake control device is calculated by calculating a deceleration G3 that stops at a position of Dstop (for example, 3 m) behind the preceding vehicle. 11 and when the host vehicle 1 is traveling in the second region, it is constant only when the vehicle speed is lower than the creep vehicle speed V2 (for example, 7 km / h) at which the vehicle travels by a creep phenomenon. When the deceleration KG2 is output to the automatic brake control device 11 and the host vehicle 1 is traveling in the first region, the vehicle speed is lower than the creep vehicle speed V1 (for example, 7 km / h) at which the vehicle travels by the creep phenomenon. Only in the case of the vehicle speed, a constant deceleration KG1 larger than the above-described constant deceleration KG2 is output to the automatic brake control device 11. That is, the traveling control unit 5 is configured to have a function as deceleration setting means.

走行制御ユニット５における自動追従制御プログラムは、図２に示すように、まず、ステップ（以下、「Ｓ」と略称）１０１で必要パラメータ、具体的には、先行車速Ｖｆ、先行車減速度ａｆ、車間距離Ｌ等の先行車情報、及び、自車速Ｖ０等の読み込みを行い、Ｓ１０２に進む。   As shown in FIG. 2, the automatic follow-up control program in the travel control unit 5 first includes necessary parameters at step (hereinafter abbreviated as “S”) 101, specifically, the preceding vehicle speed Vf, the preceding vehicle deceleration af, The preceding vehicle information such as the inter-vehicle distance L and the vehicle speed V0 are read, and the process proceeds to S102.

Ｓ１０２では、先行車停止条件が成立しているか否か、すなわち、先行車速Ｖｆが略所定値以下で、且つ、加速していない状態である略停止状態に先行車がなっているか否かを判定し、先行車が略停止状態ではないと判定した場合は、Ｓ１０３に進み、追従走行制御を実行させてプログラムを抜ける。   In S102, it is determined whether or not the preceding vehicle stop condition is satisfied, that is, whether or not the preceding vehicle is in a substantially stopped state in which the preceding vehicle speed Vf is less than or equal to a predetermined value and is not accelerated. If it is determined that the preceding vehicle is not in a substantially stopped state, the process proceeds to S103, the follow-up running control is executed, and the program is exited.

このＳ１０３で実行される追従走行制御では、例えば、以下の（１）式により、目標減速度ａを演算し、スロットル弁制御装置９、及び、自動ブレーキ制御装置１１に制御信号を出力する。   In the follow-up running control executed in S103, for example, the target deceleration a is calculated by the following equation (1), and a control signal is output to the throttle valve control device 9 and the automatic brake control device 11.

自車両１と先行車とが、図４に示すような関係、すなわち、現在、自車速Ｖ０、自車減速度ａ０、先行車速Ｖｆ、先行車減速度ａｆ、車間距離Ｌである状態で、ｔ秒後に、先行車が先行車予測位置まで距離Ｌｆ前進する場合、ブレーキ終了目標車間距離Ｄtgt（マップ或いは演算により設定される距離）までに減速終了させるために必要な減速度として、
ａ＝ａｆ・Ｇaf＋（Ｖｆ−Ｖ０）２／（２・（Ｌｆ−Ｄtgt）） …（１）
と設定する。但し、Ｇafは車間距離Ｌや相対速度（Ｖｆ−Ｖ０）、先行車速Ｖｆに応じたテーブルなどから算出したゲインとする。 In the state where the host vehicle 1 and the preceding vehicle are in the relationship as shown in FIG. 4, that is, the host vehicle speed V0, the host vehicle deceleration a0, the preceding vehicle speed Vf, the preceding vehicle deceleration af, and the inter-vehicle distance L, t When the preceding vehicle moves forward by a distance Lf to the predicted position of the preceding vehicle after 2 seconds, as a deceleration necessary to complete deceleration by the brake end target inter-vehicle distance Dtgt (a distance set by a map or calculation),
a = af · Gaf + (Vf−V0) 2 / (2 · (Lf−Dtgt)) (1)
And set. However, Gaf is a gain calculated from a table corresponding to the inter-vehicle distance L, the relative speed (Vf−V0), the preceding vehicle speed Vf, and the like.

一方、上述のＳ１０２の判定で、先行車が略停止状態と判定した場合は、Ｓ１０４に進み、追従停止制御を実行させてプログラムを抜ける。   On the other hand, if it is determined in S102 described above that the preceding vehicle is in a substantially stopped state, the process proceeds to S104, the follow-up stop control is executed, and the program is exited.

このＳ１０４で実行される追従停止制御は、図３のフローチャートに示すように、まず、Ｓ２０１で、車間距離ＬがＬ１（例えば、５ｍ）より大きいか否か判定する。このＬ１は、図５に示すように、前述した第２の領域ａｒ２の更に後方の領域ａｒ３を自車両１が走行しているか否かを判定するための閾値となっており、車間距離ＬがＬ１より大きい場合（Ｌ＞Ｌ１の場合）は、Ｓ２０２に進み、例えば、以下の（２）式により、自車両１が先行車後方のＤstop（例えば、３ｍ）の位置で停止する減速度Ｇ３を演算し、Ｓ２０３に進んで、出力する減速度ＧｔをＧ３に設定する。
Ｇ３＝Ｖ０２／（２・（Ｌ−Ｄstop）） …（２） In the follow-up stop control executed in S104, as shown in the flowchart of FIG. 3, first, in S201, it is determined whether the inter-vehicle distance L is greater than L1 (for example, 5 m). As shown in FIG. 5, this L1 is a threshold for determining whether or not the host vehicle 1 is traveling in a region ar3 further rearward of the second region ar2 described above. If it is larger than L1 (if L> L1), the process proceeds to S202. For example, the deceleration G3 at which the host vehicle 1 stops at the position of Dstop (for example, 3 m) behind the preceding vehicle is calculated by the following equation (2). The calculation proceeds to S203, and the deceleration Gt to be output is set to G3.
G3 = V0 2 / (2 · (L-Dstop)) (2)

また、Ｓ２０１の判定の結果、車間距離ＬがＬ１以下と判定した場合（Ｌ≦Ｌ１の場合）は、Ｓ２０４に進み、車間距離ＬがＬ２（例えば、３ｍ）より大きいか否か判定する。このＬ２は、図５に示すように、前述した第１の領域ａｒ１と第２の領域ａｒ２のどちらに自車両１が存在するのかを判定するための閾値となっており、車間距離ＬがＬ２より大きい場合（Ｌ１≧Ｌ＞Ｌ２の場合：すなわち、自車両１が第２の領域ａｒ２に存在する場合）は、Ｓ２０５に進む。   As a result of the determination in S201, when it is determined that the inter-vehicle distance L is equal to or less than L1 (when L ≦ L1), the process proceeds to S204, where it is determined whether the inter-vehicle distance L is greater than L2 (for example, 3 m). As shown in FIG. 5, this L2 is a threshold value for determining whether the host vehicle 1 is present in the first area ar1 or the second area ar2, and the inter-vehicle distance L is L2. If larger (when L1 ≧ L> L2: that is, when the host vehicle 1 is present in the second area ar2), the process proceeds to S205.

そして、Ｓ２０５では、車速Ｖ０をクリープ車速Ｖ２と比較し、車速Ｖ０がクリープ車速Ｖ２よりも低い場合（Ｖ０＜Ｖ２の場合）は、Ｓ２０６に進み、出力する減速度Ｇｔを一定の減速度ＫＧ２に設定する。   In S205, the vehicle speed V0 is compared with the creep vehicle speed V2. If the vehicle speed V0 is lower than the creep vehicle speed V2 (when V0 <V2), the process proceeds to S206, and the output deceleration Gt is set to a constant deceleration KG2. Set.

逆に、車速Ｖ０がクリープ車速Ｖ２以上の場合（Ｖ０≧Ｖ２の場合）は、Ｓ２０７に進み、例えば、上述の（２）式により、自車両１が先行車後方のＤstopの位置で停止する減速度Ｇ３を演算し、Ｓ２０８に進んで、出力する減速度ＧｔをＧ３に設定する。
一方、Ｓ２０４の判定の結果、車間距離ＬがＬ２以下と判定した場合（Ｌ≦Ｌ２の場合：すなわち、自車両１が第１の領域ａｒ１に存在する場合）は、Ｓ２０９に進み、車速Ｖ０をクリープ車速Ｖ１と比較し、車速Ｖ０がクリープ車速Ｖ１よりも低い場合（Ｖ０＜Ｖ１の場合）は、Ｓ２１０に進み、出力する減速度Ｇｔを一定の減速度ＫＧ１に設定する。 Conversely, when the vehicle speed V0 is equal to or higher than the creep vehicle speed V2 (when V0 ≧ V2), the process proceeds to S207, and the vehicle 1 is stopped at the position of Dstop behind the preceding vehicle by, for example, the above equation (2). The speed G3 is calculated, the process proceeds to S208, and the output deceleration Gt is set to G3.
On the other hand, as a result of the determination in S204, when it is determined that the inter-vehicle distance L is equal to or less than L2 (L ≦ L2: That is, when the host vehicle 1 is present in the first region ar1), the process proceeds to S209 and the vehicle speed V0 is set. When the vehicle speed V0 is lower than the creep vehicle speed V1 as compared with the creep vehicle speed V1 (when V0 <V1), the process proceeds to S210, and the output deceleration Gt is set to a constant deceleration KG1.

逆に、車速Ｖ０がクリープ車速Ｖ１以上の場合（Ｖ０≧Ｖ１の場合）は、Ｓ２１１に進み、出力する減速度Ｇｔを、例えばＡＣＣシステム２が設定し得る最大の値ＧMAXに設定する。   Conversely, when the vehicle speed V0 is equal to or higher than the creep vehicle speed V1 (when V0 ≧ V1), the process proceeds to S211 and the output deceleration Gt is set to the maximum value GMAX that can be set by the ACC system 2, for example.

そして、上述のＳ２０３、Ｓ２０６、Ｓ２０８、Ｓ２１０、Ｓ２１１の何れかにより、出力する減速度Ｇｔを設定した後は、Ｓ２１２に進み、減速度Ｇｔを自動ブレーキ制御装置１１に出力してプログラムを抜ける。   Then, after setting the deceleration Gt to be output by any of the above-described S203, S206, S208, S210, and S211, the process proceeds to S212, where the deceleration Gt is output to the automatic brake control device 11 and the program is exited.

このように、本実施の形態によれば、先行車が略停止状態と推定される場合には、先行車の直後の第１の領域と、この第１の領域の後方に第２の領域とを設定する。そして、自車両１が第２の領域の更に後方の領域を走行している場合には、先行車後方のＤstopの位置で停止する減速度Ｇ３を演算出力し、自車両１が第２の領域を走行している場合には、車両がクリープ現象で走行するクリープ車速Ｖ２よりも低車速の場合に限り、一定の減速度ＫＧ２を出力し、自車両１が第１の領域を走行している場合には、車両がクリープ現象で走行するクリープ車速Ｖ１よりも低車速の場合に限り、上述の一定の減速度ＫＧ２よりも大きな一定の減速度ＫＧ１を出力する。このため、先行車との距離が小さい領域を走行しているときには、先行車との距離が大きい領域を走行しているときよりも大きな減速度を発生させ、確実に停止させることが可能となると共に、追従停止制御を、減速度やタイミングの複雑な演算を必要としない簡単な制御で実現でき、また、停止間際での不要な減速度変化を抑制し、停止までに過大な減速度を必要としないクリープ車速を基準として制御を行うので、ドライバに対して不自然な感覚を与えることなく安定した停止を行うことが可能となる。   Thus, according to the present embodiment, when it is estimated that the preceding vehicle is substantially stopped, the first region immediately after the preceding vehicle and the second region behind the first region are Set. When the host vehicle 1 is traveling in a region further rearward of the second region, a deceleration G3 that stops at the position of Dstop behind the preceding vehicle is calculated and output, and the host vehicle 1 operates in the second region. When the vehicle is traveling, a constant deceleration KG2 is output and the host vehicle 1 is traveling in the first region only when the vehicle has a vehicle speed that is lower than the creep vehicle speed V2 that travels by the creep phenomenon. In this case, a constant deceleration KG1 larger than the above-described constant deceleration KG2 is output only when the vehicle has a vehicle speed lower than the creep vehicle speed V1 at which the vehicle travels by the creep phenomenon. For this reason, when traveling in a region where the distance from the preceding vehicle is small, a larger deceleration is generated than when traveling in a region where the distance from the preceding vehicle is large, and the vehicle can be stopped reliably. At the same time, follow-up stop control can be realized with simple control that does not require complicated calculation of deceleration and timing, and unnecessary deceleration change just before stopping is suppressed, and excessive deceleration is required before stopping. Since the control is performed based on the creep vehicle speed that does not occur, stable stopping can be performed without giving an unnatural feeling to the driver.

更には、領域毎に発生させる減速度を設定するので、先行車までの車間距離が大きい場合において不必要に大きな減速度を発生させることなく、ドライバの感覚に添った停止制御を実現することができる。   Furthermore, since the deceleration to be generated for each region is set, it is possible to realize stop control according to the driver's feeling without generating an unnecessarily large deceleration when the inter-vehicle distance to the preceding vehicle is large. it can.

尚、本実施の形態では、先行車の後方に２つの領域を設定し、それぞれの領域で一定の減速度を出力するようにしているが、３つ以上の領域を設定し、これら領域毎に一定の減速度を出力するようにしても良い。   In this embodiment, two areas are set behind the preceding vehicle, and a constant deceleration is output in each area. However, three or more areas are set, and for each of these areas, A constant deceleration may be output.

また、本実施の形態では、先行車の認識をステレオカメラからの画像を基に行うようになっているが、他の技術、例えば、ミリ波レーダと単眼カメラからの情報を基に認識するものや、レーザレーダからの情報で認識するものであっても良い。   In the present embodiment, the preceding vehicle is recognized based on the image from the stereo camera. However, other technologies, for example, those that recognize based on information from the millimeter wave radar and the monocular camera are used. Alternatively, it may be recognized by information from a laser radar.

車両に搭載した走行制御装置の概略構成図Schematic configuration diagram of a travel control device mounted on a vehicle 自動追従制御プログラムのフローチャートFlow chart of automatic tracking control program 追従停止制御ルーチンのフローチャートFlow chart of tracking stop control routine 追従走行制御における数式に用いるパラメータの説明図Explanatory diagram of parameters used in mathematical expression in follow-up running control 略停止状態の先行車後方に設定される領域の説明図Explanatory drawing of the area set behind the preceding vehicle in a substantially stopped state

符号の説明Explanation of symbols

１ 自車両
２ ＡＣＣシステム（走行制御装置）
３ ステレオカメラ（先行車認識手段、停止状態推定手段）
４ ステレオ画像認識装置（先行車認識手段、停止状態推定手段）
５ 走行制御ユニット（減速度設定手段）
９ スロットル弁制御装置
１０ スロットル弁
１１ 自動ブレーキ制御装置 1 Vehicle 2 ACC system (travel control device)
3 Stereo camera (preceding vehicle recognition means, stop state estimation means)
4 Stereo image recognition device (preceding vehicle recognition means, stop state estimation means)
5 Travel control unit (deceleration setting means)
9 Throttle valve control device 10 Throttle valve 11 Automatic brake control device

Claims (4)

自車両前方の先行車を認識し、先行車情報を取得する先行車認識手段と、
上記先行車の略停止状態を推定する停止状態推定手段と、
上記略停止状態となった先行車の後方に複数の領域を設定し、該設定した領域毎に自車両に発生させる一定の減速度を設定する減速度設定手段と、
を備えたことを特徴とする車両の走行制御装置。 A preceding vehicle recognition means for recognizing a preceding vehicle ahead of the host vehicle and acquiring preceding vehicle information;
Stop state estimating means for estimating a substantially stopped state of the preceding vehicle;
Deceleration setting means for setting a plurality of areas behind the preceding vehicle that has been substantially stopped, and for setting a certain deceleration to be generated in the host vehicle for each of the set areas;
A travel control device for a vehicle, comprising: 上記先行車の後方の複数の領域は、少なくとも先行車直後の第１の領域と、該第１の領域の後方の第２の領域を含み、上記第１の領域で設定する一定の減速度の値は、上記第２の領域で設定する一定の減速度の値より大きな値とすることを特徴とする請求項１記載の車両の走行制御装置。   The plurality of regions behind the preceding vehicle include at least a first region immediately after the preceding vehicle and a second region behind the first region, and have a constant deceleration set in the first region. 2. The vehicle travel control apparatus according to claim 1, wherein the value is larger than a constant deceleration value set in the second region. 上記減速度設定手段は、上記設定した領域毎に、自車両の車速が予め設定した閾値より小さい場合に上記一定の減速度を設定することを特徴とする請求項１又は請求項２記載の車両の走行制御装置。   3. The vehicle according to claim 1, wherein the deceleration setting means sets the constant deceleration when the vehicle speed of the host vehicle is smaller than a preset threshold value for each of the set areas. Travel control device. 上記閾値は、車両がクリープ現象で走行するクリープ車速の値であることを特徴とする請求項３記載の車両の走行制御装置。   4. The vehicle travel control apparatus according to claim 3, wherein the threshold value is a value of a creep vehicle speed at which the vehicle travels by a creep phenomenon.
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JP2010228644A (en) * 2009-03-27 2010-10-14 Daihatsu Motor Co Ltd Following travel controller
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CN113978461B (en) * 2021-11-03 2023-06-23 岚图汽车科技有限公司 Control method for activating self-adaptive cruising when vehicle is in low-speed creep

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