JP2010241363A - Vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle promoting driving support when changing lanes. <P>SOLUTION: An engine output adjustment unit 26 of the vehicle 10 sets threshold values TH_ΔVsf, TH_Δ for vehicles speed deviation against adjacent vehicles that indicate that the vehicle 10 and adjacent vehicles 30a, 30b are in a parallel travelling state. In this case, the process for securing inter-vehicular distance with adjacent vehicles that directly or indirectly adjusts the output of an engine so that the vehicle 10 may come to a position that prevents overlap with adjacent vehicles 30a, 30b in the travelling direction of the lane when the vehicles speed deviation against adjacent vehicles is smaller than the threshold values. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle having an engine output adjusting device that directly adjusts an engine output by directly adjusting an engine output or adjusting a reaction force applied to an accelerator pedal.

  There is known an apparatus that assists a driver's operation by adjusting a reaction force of an accelerator pedal when a driver's intention to change lanes is estimated (Patent Document 1). A technique for detecting the relative positional relationship between vehicles in adjacent lanes is known (Patent Document 2). Patent Document 1 intends to prevent the driver from feeling uncomfortable when changing the lane of the own vehicle by controlling the reaction force of the accelerator pedal using an index called risk potential (RP) (for example, , See abstract of Patent Document 1).

Japanese Patent No. 4063283 JP 2000-207697 A

  As described above, Patent Document 1 contemplates driving assistance when changing the lane of the host vehicle. However, the driving assistance method is not limited to when the lane of the host vehicle is changed. For example, even if the host vehicle does not intend to change lanes at the present time, it is possible to prepare for future lane changes. In addition, even if the vehicle does not intend to change lanes, it is possible to take into account the case where a vehicle traveling in an adjacent lane changes lanes to the lane in which the vehicle is traveling. With respect to these points, Patent Documents 1 and 2 do not discuss anything.

  The present invention has been made in consideration of such problems, and an object thereof is to provide a vehicle that promotes driving assistance.

  A vehicle according to the present invention includes an engine output adjusting device that directly adjusts an output of the engine by adjusting an output of the engine directly or by adjusting a reaction force applied to an accelerator pedal. The vehicle further includes an adjacent vehicle detection unit that detects an adjacent vehicle traveling in an adjacent lane, and a vehicle speed deviation calculation unit that calculates an adjacent vehicle speed deviation that is a vehicle speed deviation between the own vehicle and the adjacent vehicle, The engine output adjusting device sets a threshold value of the adjacent vehicle speed deviation indicating that the host vehicle and the adjacent vehicle are in a parallel running state, and the vehicle speed deviation is greater than the threshold value of the adjacent vehicle speed deviation. When the vehicle is small, an inter-adjacent vehicle securing process is performed in which the output of the engine is adjusted directly or indirectly so that the host vehicle is positioned so as not to overlap the adjacent vehicle in the traveling direction of the lane. Characterized in that it.

  According to the present invention, it is possible to adjust the position of the host vehicle so that the vehicle does not overlap with the adjacent vehicle in the traveling direction of the lane. Therefore, it is possible to prepare for a future lane change of the own vehicle. In addition, even if the adjacent vehicle changes lanes unexpectedly, it is easy to handle on the own vehicle side. Therefore, driving support can be promoted.

  The position that does not overlap with the adjacent vehicle is a position where a gap exists between one front end and the other rear end of the host vehicle and the adjacent vehicle in the traveling direction of the lane. The engine output adjusting device may adjust the output of the engine directly or indirectly so that the gap becomes larger as the vehicle speed of the host vehicle is higher. In general, the higher the vehicle speed, the more difficult it is to control the vehicle. According to the above configuration, as the vehicle speed of the host vehicle increases, the gap can be increased, so that it is easy to cope with high speeds.

  The engine output adjusting device sets a host vehicle speed deviation threshold that defines a range in which the process for securing the distance between adjacent vehicles is executed for the host vehicle speed deviation, which is a vehicle speed deviation between the host vehicle speed and a target vehicle speed, and the host vehicle When the vehicle speed deviation exceeds the vehicle speed deviation threshold, the engine output is adjusted directly or indirectly so that the vehicle speed of the vehicle is equal to the target vehicle speed, and the vehicle speed deviation is When the vehicle speed deviation threshold is below, the inter-adjacent vehicle spacing securing process may be executed. As a result, it is possible to perform the inter-adjacent vehicle interval securing process only when the vehicle speed of the host vehicle is at or near the target vehicle speed. Therefore, it becomes possible to execute the process only at an appropriate time, and it is possible to avoid the neighboring vehicle from moving back and forth by the adjacent vehicle.

  The engine output adjusting device sets a target lane front target inter-vehicle distance that is a target value of the front lane front-to-vehicle distance that is the inter-vehicle distance in the travel direction between the preceding vehicle and the host vehicle in the same lane as the host vehicle, A self-lane front inter-vehicle distance deviation threshold that defines a range in which the adjacent vehicle inter-vehicle securing process is executed is set with respect to the self-lane front inter-vehicle distance deviation that is a deviation between the self-lane front inter-vehicle distance and the self-lane front target inter-vehicle distance. When the own lane front inter-vehicle distance deviation is less than the own lane front inter-vehicle distance deviation threshold, the adjacent vehicle inter-vehicle distance securing process is executed, and the own lane front inter-vehicle distance deviation is less than the own lane front inter-vehicle distance deviation threshold. When it exceeds, the engine output may be adjusted directly or indirectly so that the own lane front inter-vehicle distance deviation is less than the own lane front inter-vehicle distance deviation threshold. As a result, only when the inter-vehicle distance between the host vehicle and the preceding vehicle in the same lane (the inter-vehicle distance in front of the own lane) is appropriate, the inter-adjacent vehicle inter-vehicle distance securing process is executed. Prioritize appropriate front-to-vehicle distance. Accordingly, it is possible to execute the inter-adjacent-vehicle securing process while maintaining the inter-vehicle distance between the host vehicle and the preceding vehicle in the same lane.

  The engine output adjusting device is configured such that, when a front adjacent vehicle and a rear adjacent vehicle are detected as the adjacent vehicles, the engine is positioned between the front adjacent vehicle and the rear adjacent vehicle in the traveling direction. A centering process for directly or indirectly adjusting the output may be executed. Thereby, it can prepare for the future lane change of the own vehicle. In addition, even if either the front adjacent vehicle or the rear adjacent vehicle changes lanes unexpectedly, it is easy to handle on the own vehicle side. Therefore, driving support can be promoted.

  The engine output adjusting device may execute the centering process only when the own lane front inter-vehicle distance deviation is less than the own lane front inter-vehicle distance deviation threshold. Accordingly, priority is given to the fact that the inter-vehicle distance between the host vehicle and the preceding vehicle in the same lane is lower than the own-lane forward inter-vehicle distance deviation threshold value, so that the inter-vehicle distance from the preceding vehicle can be ensured.

  The engine output adjusting device may execute the adjacent vehicle space securing process with the rear adjacent vehicle when the inter-vehicle distance between the front adjacent vehicle and the rear adjacent vehicle is short and the centering process cannot be performed. Good. As a result, when the centering process cannot be executed, the adjacent vehicle space securing process is executed with respect to the rear adjacent vehicle. Therefore, even if the rear adjacent vehicle, which is more likely to be overlooked by the driver than the front adjacent vehicle, changes lanes unexpectedly, the response on the own vehicle side is facilitated.

  When executing the inter-adjacent vehicle inter-vehicle securing process for the rear adjacent vehicle, when the own lane front inter-vehicle distance deviation exceeds the own lane front inter-vehicle distance deviation threshold, the engine output adjusting device You may guide to back of a back adjacent vehicle. Thereby, the own vehicle can be guided to the rear of the rear adjacent vehicle, and the adjacent vehicle inter-vehicle securing process can be performed so that the rear end of the rear adjacent vehicle and the front end of the own vehicle do not overlap.

  The adjacent vehicle inter-vehicle distance securing process is performed so that the front end of the front adjacent vehicle and the rear end of the own vehicle do not overlap with each other while maintaining the state in which the front lane front side distance deviation is lower than the own lane front side vehicle distance deviation threshold. When it is possible to execute, the engine output adjusting device may guide the vehicle ahead of the front adjacent vehicle. As a result, while maintaining the distance between the front lanes of the host vehicle properly, the host vehicle is guided to the front of the front adjacent vehicle so that the front of the front adjacent vehicle and the rear end of the host vehicle do not overlap with each other. It can be performed.

  When the first adjacent vehicle in one adjacent lane and the second adjacent vehicle in the other adjacent lane are detected as the adjacent vehicle, the engine output adjusting device detects that the own vehicle is the first adjacent vehicle and the first adjacent vehicle in the traveling direction. You may perform the centering process which adjusts the output of the said engine directly or indirectly so that it may be located in the middle of the 2nd adjacent vehicle. Thereby, it can prepare for the future lane change of the own vehicle. Moreover, even if any of the first adjacent vehicle and the second adjacent vehicle changes lanes unexpectedly, it is easy to handle on the own vehicle side. Therefore, driving support can be promoted.

  When the centering process cannot be executed, the engine output adjustment device executes the adjacent vehicle space securing process on the one of the first adjacent vehicle and the second adjacent vehicle that has a smaller vehicle speed difference. May be. An adjacent vehicle with a small vehicle speed difference from the own vehicle is relatively easy to enter the driver's blind spot. However, according to the above configuration, when the centering process cannot be performed, the first vehicle and the second adjacent vehicle The process for ensuring the distance between adjacent vehicles is executed for the vehicle with the smaller difference in vehicle speed. Therefore, even if an adjacent vehicle that is relatively easy to enter the blind spot is suddenly changed in lane, it is easy to handle on the own vehicle side.

  When the centering process cannot be performed, the engine output adjustment device is configured to detect the first adjacent vehicle and the second adjacent vehicle that are in the lane on the opposite side of the overtaking lane across the traveling lane of the own vehicle. You may perform the said adjacent vehicle space ensuring process. In general, vehicles in the lane on the opposite side of the overtaking lane across the lane of the host vehicle are often traveling at a lower speed than vehicles traveling in the overtaking lane, and those in the latter lane It can be said that is easy to enter the blind spot of the own vehicle. According to the above configuration, when the centering process cannot be performed, the distance between the adjacent vehicles between the first adjacent vehicle and the second adjacent vehicle in the lane on the opposite side of the overtaking lane across the traveling lane of the own vehicle Execute the reservation process. Therefore, even if an adjacent vehicle that easily enters the blind spot changes lanes unexpectedly, it is easy to handle on the own vehicle side.

  The vehicle further includes a navigation device, and when the centering process cannot be performed, the engine output adjustment device specifies a lane in which the host vehicle is scheduled to change lanes in the route guidance function of the navigation device, and Of the one adjacent vehicle and the second adjacent vehicle, the inter-adjacent vehicle inter-vehicle securing process may be executed for a person in the lane on the side where the own vehicle is scheduled to change lanes. Thereby, the adjoining vehicle space securing process can be executed for the adjacent vehicle in the lane where the vehicle is scheduled to change lanes. Therefore, the vehicle can easily change the lane when the lane is actually changed thereafter.

  When the driver's intention to change lanes is detected, the engine output adjustment device may increase the vehicle speed deviation threshold. Thereby, when the own vehicle changes lanes, it becomes easy to change the vehicle speed of the own vehicle. Therefore, since the own vehicle is not easily guided to the target vehicle speed, the operability of the driver when changing the lane is improved.

  When the driver's intention to change lanes is detected, the engine output adjusting device may increase the inter-lane forward distance deviation threshold. Thereby, when the own vehicle changes lanes, it becomes easy to change the inter-vehicle distance between the own vehicle and the preceding vehicle. Therefore, since the own vehicle is not easily guided to the target vehicle speed, the operability of the driver when changing the lane is improved.

  According to the present invention, it is possible to adjust the position of the host vehicle so that the vehicle does not overlap with the adjacent vehicle in the traveling direction of the lane. Therefore, it is possible to prepare for a future lane change of the own vehicle. In addition, even if the adjacent vehicle changes lanes unexpectedly, it is easy to handle on the own vehicle side. Therefore, driving support can be promoted.

1 is a block diagram of a vehicle according to an embodiment of the present invention. It is explanatory drawing of the 1st example of the securing process between adjacent vehicles. It is explanatory drawing of the 2nd example of the securing process between adjacent vehicles. It is explanatory drawing of the 1st example of a centering process. It is explanatory drawing of the 2nd example of a centering process. It is a flowchart which performs the positioning process of the said vehicle. It is explanatory drawing which shows the inter-vehicle distance of the own vehicle and the own lane back vehicle. In FIG. 6, it is a flowchart which specifies the content of the positioning process. It is explanatory drawing which shows the process which guides the own vehicle to move back rather than a back adjacent vehicle. It is explanatory drawing of the 3rd example of a centering process. It is explanatory drawing which shows the method of pinpointing the lane which performs the securing process between adjacent vehicles. It is explanatory drawing of the securing process between adjacent vehicles performed between back adjacent vehicles.

A. Hereinafter, a vehicle according to an embodiment of the present invention will be described with reference to the drawings.

1. Configuration of Vehicle 10 FIG. 1 is a partial block diagram of a vehicle 10 according to this embodiment. The vehicle 10 includes an accelerator pedal 12, a return spring 14, a depression amount sensor 16, a vehicle speed sensor 18, a front sensor 20, a rear sensor 22, a navigation system 24, an ECU (electric control unit) 26, an actuator 28 (reaction force imparting mechanism) and a direction indicator 29.

  The depression amount sensor 16 detects the depression amount (depression amount θ) [degree] from the original position of the accelerator pedal 12 and outputs it to the ECU 26. The vehicle speed sensor 18 measures the vehicle speed V [km / hour] of the vehicle 10 and outputs it to the ECU 26.

  The front sensor 20 includes a forward vehicle (hereinafter also referred to as “own lane front vehicle”) in which the vehicle 10 is traveling and a lane adjacent to the own lane (hereinafter referred to as “own lane”). The position of a front vehicle (hereinafter also referred to as “front adjacent vehicle”) traveling on the “adjacent lane”) is detected, and a signal Sf specifying the position is transmitted to the ECU 26. The rear sensor 22 detects the position of a rear vehicle traveling in the own lane (hereinafter also referred to as “own lane rear vehicle”) and a rear vehicle traveling in the adjacent lane (hereinafter also referred to as “rear adjacent vehicle”). Then, a signal Sb for specifying the position is transmitted to the ECU 26. The ECU 26 can know the position and speed of the vehicle existing around the vehicle 10 based on the signals Sf and Sb. The front sensor 20 and the rear sensor 22 use, for example, a laser sensor and / or an image sensor, and for example, those described in Patent Document 1 or Patent Document 2 can be used.

  The navigation system 24 can detect the position of the vehicle 10 using GPS (Global Positioning System) and can provide the ECU 26 with information Ir regarding the course of the vehicle 10.

  The ECU 26 sets a characteristic (reaction force applying characteristic Clf) for applying the reaction force Fr according to the target vehicle speed Vtar [km / hour], which is a target value of the vehicle speed V, and the reaction force applying characteristic Crf and the depression amount θ. Is used to calculate an additional reaction force Fr [N] applied from the actuator 28 to the accelerator pedal 12. Then, a control signal Sr indicating the calculated reaction force Fr is transmitted to the actuator 28. In addition to the above, when there is an adjacent vehicle around the vehicle 10, the ECU 26 performs a positioning process for adjusting the positional relationship between the vehicle 10 and the adjacent vehicle by controlling the reaction force Fr (details will be described later). To do.)

  The actuator 28 includes a motor (not shown) connected to the accelerator pedal 12, and applies a reaction force Fr corresponding to the control signal Sr received from the ECU 26 to the accelerator pedal 12. Thereby, in addition to the reaction force Fr_sp by the return spring 14, the reaction force Fr from the actuator 28 is added to the accelerator pedal 12. The actuator 28 may be other driving force generation means (for example, a pneumatic actuator).

  The direction indicator 29 blinks a light (not shown) according to the driver's operation and transmits a signal Sd indicating the driver's operation to the ECU 26.

2. Positioning Process As described above, in the present embodiment, when an adjacent vehicle exists around the vehicle 10, the positioning process for adjusting the positional relationship between the vehicle 10 and the adjacent vehicle is performed. The positioning process here includes “adjacent vehicle space securing process” and “centering process”.

  As shown in FIG. 2 and FIG. 3, the adjacent vehicle inter-vehicle securing process is the own vehicle 10 in the traveling direction X (hereinafter also referred to as “vertical direction X”) of the vehicle 10 (hereinafter also referred to as “host vehicle 10”). This is a process of positioning the host vehicle 10 so that the vehicle does not overlap the front adjacent vehicle 30a or the rear adjacent vehicle 30b.

  The centering process is a process of positioning the host vehicle 10 in the middle of the front adjacent vehicle 30a and the rear adjacent vehicle 30b in the vertical direction X as shown in FIGS.

  In the present embodiment, positioning is performed by adjusting the reaction force Fr of the accelerator pedal 12 and guiding the vehicle 10 to a predetermined position in both the adjacent vehicle distance securing process and the centering process.

  FIG. 6 is a flowchart for performing the positioning process of the vehicle 10 in the present embodiment. In step S1, the ECU 26 specifies a condition (own vehicle condition) of the host vehicle 10 for performing the positioning process. There are, for example, the following three vehicle conditions. That is, as a first condition, the vehicle speed V of the host vehicle 10 may be a target vehicle speed Vtar or a value in the vicinity thereof. Specifically, the condition is that the absolute value | ΔV | of the deviation (vehicle speed deviation ΔV) between the vehicle speed V and the target vehicle speed Vtar is less than a predetermined threshold value (vehicle speed deviation threshold TH_ΔV) [km / h]. And The own vehicle speed deviation threshold TH_ΔV is used to determine whether or not the own vehicle 10 is traveling according to the target vehicle speed Vtar, and can be set according to the target vehicle speed Vtar.

  As a second condition, the inter-vehicle distance (own lane front inter-vehicle distance Dif) between the own vehicle 10 and the own lane front vehicle 32a (FIG. 4) may be within a predetermined range. Specifically, the absolute value | ΔDif | of the deviation (own lane front inter-vehicle distance deviation ΔDif) between the target value of the inter-vehicle distance Dif (own lane front target inter-vehicle distance Dif_tar) and the inter-vehicle distance Dif is a predetermined threshold (own lane front The condition is that the inter-vehicle distance deviation threshold TH_ΔDif) [m] is smaller (| ΔDif | <TH_ΔDif). The own lane front inter-vehicle distance deviation threshold TH_ΔDif is used to determine whether a sufficient distance between the own vehicle 10 and the own lane front vehicle 32a is secured, and is set according to the target vehicle speed Vtar or the vehicle speed V. be able to.

  As a third condition, the inter-vehicle distance between the own vehicle 10 and the own lane rear vehicle 32b (FIG. 7) (the own lane rear inter-vehicle distance Div) may be within a predetermined range. Specifically, the absolute value | ΔDib | of the deviation (own lane rearward inter-vehicle distance deviation ΔDib) between the target value (inter-lane rearward target inter-vehicle distance Div_tar) of the inter-vehicle distance Div and the inter-vehicle distance Dib is a predetermined threshold (rear lane behind) The condition is that the inter-vehicle distance threshold TH_ΔDib) is smaller than [m] (| ΔDib | <TH_ΔDib). The own-lane rear inter-vehicle distance threshold TH_ΔDib is used to determine whether or not a sufficient space between the own vehicle 10 and the own-lane rear vehicle 32b is secured, and is set according to the target vehicle speed Vtar or the vehicle speed V. Can do.

  Accordingly, the ECU 26 specifies the above three vehicle conditions based on the target vehicle speed Vtar, the vehicle speed V, and the like.

  When the driver's intention to change the lane is detected in the own vehicle 10 (for example, when the direction indicator 29 is operated), the own vehicle speed deviation threshold TH_ΔV, the own lane forward inter-vehicle distance deviation threshold TH_ΔDif, and the own lane The condition for executing the positioning process may be relaxed by increasing the rear inter-vehicle distance threshold TH_ΔDib.

  Returning to FIG. 6, in step S <b> 2, the ECU 26 determines whether the host vehicle 10 satisfies the host vehicle condition. When the host vehicle 10 does not satisfy the host vehicle condition (S2: NO), the positioning process described above is not performed or cannot be performed. Therefore, the current process is terminated. In this case, the host vehicle 10 performs normal reaction force application control. When the host vehicle 10 satisfies the host vehicle condition (S2: YES), the host vehicle 10 itself satisfies the condition for executing the positioning process. Therefore, the process proceeds to step S3.

  In step S3, the ECU 26 specifies a target range in which the positioning process is performed. Specifically, the target lane is specified in any positioning process. This is performed based on outputs from the front sensor 20 and the rear sensor 22 and outputs from the navigation system 24.

  Further, in the above-described adjacent vehicle space securing process, the target value of the inter-vehicle distance (to the front adjacent vehicle inter-vehicle distance Dsf) with respect to the front adjacent vehicle 30a (the target inter-vehicle distance Dsf_tar1) and the inter-vehicle distance to the rear adjacent vehicle 30b The target value of the rear adjacent vehicle inter-vehicle distance Dsb) (to the rear adjacent vehicle target inter-vehicle distance Dsb_tar1) is specified. The target inter-vehicle distances Dsf_tar1 and Dsb_tar1 are set longer as the vehicle speed V of the host vehicle 10 increases. Further, it may be the same as the above-mentioned target inter-vehicle distances Dif_tar and Div_tar.

  In the centering process, the target inter-vehicle distance Dsf_tar2 and the permissible range Rsf, the target inter-vehicle distance Dsb_tar2 and the permissible range Rsb are specified. The target inter-vehicle distances Dsf_tar2 and Dsb_tar2 may be the same as the above-described target inter-vehicle distances Dsf_tar1 and Dsb_tar1. The allowable ranges Rsf and Rsb are allowable ranges for the inter-vehicle distances Dsf and Dsb.

  Further, the ECU 26 determines, as a target range, deviations between the actual vehicle speeds Vsf and Vsb of the front adjacent vehicle 30a and the rear adjacent vehicle 30b, the vehicle speed V of the host vehicle 10 and the vehicle speed Vsf and Vsb of the adjacent vehicles 30a and 30b (vs. front adjacent). The thresholds of the vehicle vehicle speed deviation ΔVsf and the rearward adjacent vehicle vehicle speed deviation ΔVsb) are specified (vs. the frontward adjacent vehicle vehicle speed deviation threshold TH_ΔVsf and the rearward adjacent vehicle vehicle speed deviation threshold TH_ΔVsb). The forward adjacent vehicle speed deviation threshold TH_ΔVsf and the backward adjacent vehicle speed deviation threshold TH_ΔVsb are used to determine whether the front adjacent vehicle 30a and the rear adjacent vehicle 30b can be subjected to the positioning process from the viewpoint of the vehicle speeds Vsf and Vsb. is there. When the deviations ΔVsf and ΔVsb exceed the deviation thresholds TH_ΔVsf and ΔVsb, the adjacent vehicle is not a target of the positioning process.

  In step S <b> 4, the ECU 26 determines whether there is a target vehicle for positioning processing around the host vehicle 10. If the target vehicle does not exist (S4: NO), the positioning process cannot be performed. Therefore, the current process is terminated. On the other hand, when the target vehicle exists, the process proceeds to step S5.

  In step S5, the ECU 26 specifies the content of the positioning process. FIG. 8 shows a flowchart for specifying the contents.

  In step S11, the ECU 26 determines whether or not the target vehicle exists only in one side lane. On a two-lane road on one side, the target vehicle is inevitably only on one side. When the target vehicle is only one side (S11: YES), in step S12, the ECU 26 determines whether the target vehicle is one. When there is one target vehicle (S12: YES), the ECU 26 performs an inter-adjacent vehicle securing process for the target vehicle (see FIGS. 2 and 3).

  In step S12, when there are two or more target vehicles (S12: NO), in step S14, the ECU 26 determines whether there are two target vehicles. When there are two target vehicles (S14: YES), in step S15, the ECU 26 determines whether the centering process is possible. Whether the centering process is possible is, for example, whether the inter-vehicle distance (adjacent vehicle inter-vehicle distance Dsfb) between the front adjacent vehicle 30a and the rear adjacent vehicle 30b is equal to or greater than a predetermined threshold (adjacent vehicle threshold TH_sfb) [m]. Judgment by whether The inter-adjacent vehicle threshold TH_sfb is, for example, a value obtained by adding a certain margin value to the entire length of the host vehicle 10.

  When the adjacent vehicle distance Dsfb is equal to or greater than the adjacent vehicle threshold TH_sfb and the centering process is possible (S15: YES), the ECU 26 performs the centering process in step S16 (FIG. 4). On the other hand, when there are three or more target vehicles (S14: NO) or when the centering process is impossible (S15: NO), in step S17, the ECU 26 controls the reaction force Fr to It guide | induces so that it may move back rather than the back adjacent vehicle 30b (refer FIG. 9). Alternatively, when there is a sufficient inter-vehicle distance Dif with the host vehicle 32a in front of the own lane, the ECU 26 can also control the reaction force Fr so as to move the host vehicle 10 further forward than the front adjacent vehicle 30a.

  Returning to step S11, when the target vehicle is present on both lanes (S11: NO), in step S18, the ECU 26 determines whether there is one target vehicle on each side (each lane). When there is one target vehicle on each side (S18: YES), the ECU 26 determines in step S19 whether the centering process is possible. This determination is performed in the same manner as in step S15. When the centering process is possible (S19: YES), in step S20, the ECU 26 performs the centering process. If the centering process is not possible (S19: NO), the same process as in step S17 is performed in step S21.

  Returning to step S18, when there are two or more target vehicles in at least one lane (S18: NO), in step S22, the ECU 26 determines whether there are three or more target vehicles in at least one lane. When there are only two or less target vehicles in any lane (S22: NO), in step S23, the ECU 26 determines whether the centering process is possible. When the centering process is possible (S23: YES), in step S24, the ECU 26 performs the centering process similarly to steps S16 and S20 (see FIG. 10). On the other hand, when there are three or more target vehicles in one lane (S22: YES) or when the centering process is impossible (S23: NO), the process proceeds to step S25.

  In step S25, the ECU 26 determines whether or not the vehicle 10 is scheduled to change lanes based on the information Ir regarding the course of the vehicle 10 from the navigation system 24. The range for determining whether or not there is a lane change schedule can be determined, for example, within a predetermined distance range or within a predetermined time. When the lane change is scheduled (S25: YES), the ECU 26 performs a process for the target vehicle in the lane to be the lane change destination. That is, the processes of steps S12 to S17 are performed for the lane.

  On the other hand, when there is no plan to change the lane (S25: NO), the ECU 26 determines which of the vehicle speeds of the adjacent vehicles 30 traveling in the respective lanes is close to the vehicle speed V of the own vehicle 10. And the process which makes object the object vehicle of the lane currently drive | working at the vehicle speed close | similar to the vehicle speed V is performed. That is, the processes of steps S12 to S17 are performed for the lane. In FIG. 11, the adjacent vehicles 30ar and 30br in the right lane when viewed from the own vehicle 10 are traveling at higher speed than the own vehicle 10 and the adjacent vehicles 30al and 30bl in the left lane. Therefore, in step S27, processing for the adjacent vehicles 30al and 30bl in the left lane when viewed from the host vehicle 10 is performed.

3. As described above, in the present embodiment, the position of the host vehicle 10 can be adjusted so that the vehicle 10 is positioned so as not to overlap the adjacent vehicles 30a and 30b in the lane travel direction X. Therefore, it is possible to prepare for a future lane change of the host vehicle 10. Moreover, even if the adjacent vehicles 30a and 30b change lanes unexpectedly, it becomes easy to handle on the own vehicle 10 side. Therefore, driving support can be promoted.

  In general, the control of the vehicle 10 becomes more difficult as the vehicle speed increases. According to the present embodiment, as the vehicle speed V of the host vehicle 10 increases, the adjacent vehicle target inter-vehicle distance Dsf_tar1 and the rear adjacent vehicle target inter-vehicle distance Dsb_tar1 are set longer in the adjacent vehicle inter-vehicle securing process. Since the inter-adjacent vehicle distance Dsf and the rear adjacent vehicle distance Dsb in the inter-vehicle securing process can be increased, it is easy to cope with high speeds.

  The ECU 26 sets the own vehicle speed deviation threshold THΔV for the own vehicle speed deviation ΔV between the vehicle speed V of the own vehicle 10 and the target vehicle speed Vtar, and when the own vehicle speed deviation ΔV exceeds the own vehicle speed deviation threshold THΔV, The reaction force Fr of the accelerator pedal 12 is adjusted so that the vehicle speed V of the vehicle 10 becomes equal to the target vehicle speed Vtar, and when the own vehicle vehicle speed deviation ΔV is below the own vehicle vehicle speed deviation threshold THΔV, the inter-adjacent vehicle space securing process is executed. To do. As a result, it is possible to perform the inter-adjacent vehicle spacing securing process only when the vehicle speed V of the host vehicle 10 is at or near the target vehicle speed Vtar. Therefore, it becomes possible to execute the processing only at an appropriate time, and it is possible to avoid moving the position of the own vehicle 10 back and forth by the front adjacent vehicle 30a or the rear adjacent vehicle 30b.

  The ECU 26 sets the own lane front target inter-vehicle distance Dif_tar and the own lane front inter-vehicle distance deviation threshold TH_ΔDif. When the deviation ΔDif exceeds the inter-vehicle distance deviation threshold TH_ΔDif, the reaction force Fr of the accelerator pedal 12 is adjusted so that the inter-vehicle distance deviation ΔDif is less than the inter-vehicle distance deviation threshold TH_ΔDif. Thereby, only when the own lane front inter-vehicle distance Dif is appropriate, the adjacent vehicle inter-vehicle distance securing process is executed, and when the own lane front inter-vehicle distance Dif is not appropriate, priority is given to making the own lane front inter-vehicle distance Dif appropriate. . Accordingly, it is possible to execute the inter-adjacent vehicle inter-vehicle securing process while maintaining the own lane front inter-vehicle distance Dif.

  When the front adjacent vehicle 30a and the rear adjacent vehicle 30b are detected, the ECU 26 causes the reaction force Fr of the accelerator pedal 12 so that the host vehicle 10 is positioned between the front adjacent vehicle 30a and the rear adjacent vehicle 30b in the longitudinal direction X. Execute centering processing to adjust. Thereby, it can prepare for the future lane change of the own vehicle 10. FIG. Moreover, even if any of the front adjacent vehicle 30a and the rear adjacent vehicle 30b unexpectedly changes the lane, the response on the own vehicle 10 side becomes easy. Therefore, driving support can be promoted.

  The ECU 26 executes the centering process only when the own lane front inter-vehicle distance Dif is less than the own lane front inter-vehicle distance deviation threshold TH_ΔDif. Accordingly, priority is given to the inter-vehicle distance Dif between the host vehicle 10 and the host lane front vehicle 32a being less than the inter-vehicle distance deviation threshold TH_ΔDif, so that the inter-vehicle distance Dif from the host lane front vehicle 32a can be secured.

  When the inter-adjacent vehicle distance securing process is executed for the rear adjacent vehicle 30b, when the own lane front inter-vehicle distance deviation ΔDif exceeds the own lane front inter-vehicle distance deviation threshold TH_ΔDif, the ECU 26 moves the own vehicle 10 over the rear adjacent vehicle 30b. Guide backwards. Thereby, the own vehicle 10 can be guided to the rear of the rear adjacent vehicle 30b, and the inter-adjacent vehicle inter-vehicle securing process can be performed so that the rear end of the rear adjacent vehicle 30b and the front end of the own vehicle 10 do not overlap.

  While maintaining the state where the own lane front inter-vehicle distance deviation ΔDif is lower than the own lane front inter-vehicle distance deviation threshold TH_ΔDif, the adjacent vehicle inter-vehicle securing process is performed so that the front end of the front adjacent vehicle 30a and the rear end of the own vehicle 10 do not overlap. If it can be executed, the ECU 26 guides the host vehicle 10 to the front of the front adjacent vehicle 30a. As a result, the host vehicle 10 is guided to the front of the front adjacent vehicle 30a while appropriately maintaining the front inter-vehicle distance Dif so that the front of the front adjacent vehicle 30a and the rear end of the host vehicle 10 do not overlap. Adjacent vehicle space securing processing can be performed.

  When the front adjacent vehicle 30a in one adjacent lane and the rear adjacent vehicle 30b in the other adjacent lane are detected, the ECU 26 positions the host vehicle 10 in the middle of the front adjacent vehicle 30a and the rear adjacent vehicle 30b in the vertical direction X. Thus, a centering process for adjusting the reaction force Fr of the accelerator pedal 12 is executed (see FIG. 5). Thereby, it can prepare for the future lane change of the own vehicle 10. FIG. Moreover, even if any of the front adjacent vehicle 30a and the rear adjacent vehicle 30b unexpectedly changes the lane, the response on the own vehicle 10 side becomes easy. Therefore, driving support can be promoted.

  When the centering process cannot be executed in the above, the ECU 26 executes the adjacent vehicle space securing process for the lane on both sides having the smaller speed difference from the own vehicle 10 (step S27). The adjacent vehicles 30a and 30b having a small speed difference from the own vehicle 10 are likely to enter the blind spot of the driver. However, according to the above configuration, when the centering process cannot be performed, the speed difference from the own vehicle 10 in the lanes on both sides. The process for securing the space between adjacent vehicles is executed for the lane with the smaller lane. Therefore, even if the adjacent vehicles 30a and 30b that are likely to enter the blind spot are changed lanes unexpectedly, it is easy to handle on the own vehicle 10 side.

  When the centering process cannot be executed in the above, the ECU 26 identifies the lane that the host vehicle 10 is scheduled to change lanes in the route guidance function of the navigation system 24, and the host vehicle 10 is scheduled to change the lane among the lanes on both sides. A process for securing the distance between adjacent vehicles is executed for the adjacent vehicles 30a and 30b in the lane on the side (step S26). Thereby, the adjacent vehicle inter-vehicle securing process can be executed for the adjacent vehicles 30a and 30b in the lane where the own vehicle 10 is scheduled to change lanes. Therefore, the vehicle 10 can easily change the lane when actually changing the lane.

  When the driver's intention to change the lane is detected, the ECU 26 increases the host vehicle speed deviation threshold TH_ΔV. Thereby, when the own vehicle 10 changes lanes, it becomes easy to change the vehicle speed V of the own vehicle 10. Accordingly, the host vehicle 10 is less likely to be guided to the target vehicle speed Vtar, so that the driver's operability when changing lanes is improved.

  When the driver's intention to change lanes is detected, the ECU 26 increases the front lane distance deviation threshold TH_ΔDif. Thereby, when the own vehicle 10 changes lanes, it becomes easy to change the inter-vehicle distance Dif between the own vehicle 10 and the own vehicle ahead vehicle 32a. Therefore, since the own vehicle 10 is not easily guided to the target inter-vehicle distance Dif_tar, the operability of the driver when changing the lane is improved.

B. Modifications It should be noted that the present invention is not limited to the above-described embodiment, and it is needless to say that various configurations can be adopted based on the contents described in this specification. For example, the following configuration can be adopted.

  In the above embodiment, the positioning process is performed by applying the reaction force Fr to the accelerator pedal 12, but the present invention is not limited to this. For example, the positioning process may be performed by adjusting the throttle opening of the engine throttle with the ECU 26. Alternatively, the positioning process may be performed by adjusting the fuel injection amount to the engine.

  In the above embodiment, if there are three or more target vehicles in step S14 (S14: NO) or the centering process is impossible (S15: NO), in step S17, the ECU 26 moves the host vehicle 10 backward. Although it guide | induced so that it might move back rather than the adjacent vehicle 30b, as shown in FIG. 12, you may perform the securing process between adjacent vehicles with respect to the back adjacent vehicle 30b. As a result, when the centering process cannot be executed, the adjacent vehicle space securing process is executed with respect to the rear adjacent vehicle 30b. Therefore, even if the rear adjacent vehicle 30b, which is more easily overlooked by the driver than the front adjacent vehicle 30a, is suddenly changed in lane, the response on the own vehicle 10 side is facilitated. In FIG. 12, two lines coming out from the host vehicle 10 indicate the field of view of the driver of the host vehicle 10.

  In the above embodiment, when there is no lane change plan in step S25 (S25: NO), the ECU 26 determines which of the vehicle speeds of the adjacent vehicles 30a and 30b traveling in the respective lanes is closer to the vehicle speed V of the host vehicle 10. Determine. And the process which makes object the object vehicle of the lane currently drive | working at the vehicle speed near the vehicle speed V was performed. Instead, the inter-adjacent vehicle space securing process may be performed on the target vehicle on the opposite side of the overtaking lane across the traveling lane of the host vehicle 10. In general, vehicles in the lane on the opposite side of the overtaking lane across the driving lane of the host vehicle 10 often travel at a lower speed than vehicles traveling in the overtaking lane. It is easier to enter the blind spot of your vehicle. According to the above configuration, when the centering process cannot be performed, the adjacent vehicle inter-vehicle securing process for the adjacent vehicles 30a and 30b in the opposite lane to the overtaking lane across the traveling lane of the own vehicle 10 among the lanes on both sides. Execute. Therefore, even if the adjacent vehicles 30a and 30b that are likely to enter the blind spot are changed lanes unexpectedly, it is easy to handle on the own vehicle 10 side.

DESCRIPTION OF SYMBOLS 10 ... Vehicle (own vehicle) 12 ... Accelerator pedal 14 ... Return spring 16 ... Depression amount sensor 18 ... Vehicle speed sensor 20 ... Front sensor 22 ... Back sensor 24 ... Navigation system 26 ... ECU 28 ... Actuator 29 ... Direction indicator 30 ... Adjacent Vehicle 30a ... Front adjacent vehicle 30b ... Back adjacent vehicle 32a ... Own lane front vehicle 32b ... Own lane rear vehicle

Claims (15)

A vehicle having an engine output adjustment device that adjusts the output of the engine indirectly by adjusting the output of the engine directly or by adjusting a reaction force applied to the accelerator pedal,
The vehicle further includes:
An adjacent vehicle detector for detecting an adjacent vehicle traveling in an adjacent lane;
A vehicle speed deviation calculating unit for calculating a vehicle speed deviation between adjacent vehicles, which is a vehicle speed deviation between the own vehicle and the adjacent vehicle,
The engine output adjusting device is
A threshold value of the vehicle speed deviation of the adjacent vehicle indicating that the host vehicle and the adjacent vehicle are in a parallel running state;
When the vehicle speed deviation is smaller than a threshold value of the vehicle speed deviation for the adjacent vehicle, the output of the engine is adjusted directly or indirectly so that the own vehicle is not overlapped with the adjacent vehicle in the traveling direction of the lane. A vehicle characterized by executing a process for securing a distance between adjacent vehicles. The vehicle according to claim 1,
The position that does not overlap the adjacent vehicle is a position where a gap exists between one front end and the other rear end of the own vehicle and the adjacent vehicle in the traveling direction of the lane,
The vehicle, wherein the engine output adjustment device adjusts the output of the engine directly or indirectly so as to increase the gap as the vehicle speed of the host vehicle increases. The vehicle according to claim 1 or 2,
The engine output adjusting device is
A self-vehicle speed deviation threshold that defines a range in which the inter-adjacent-vehicle securing process is performed for the self-vehicle speed deviation, which is a vehicle speed deviation between the host vehicle speed and the target vehicle speed,
When the host vehicle speed deviation exceeds the host vehicle speed deviation threshold, the engine output is adjusted directly or indirectly so that the host vehicle speed becomes equal to the target vehicle speed,
The vehicle, wherein when the own vehicle speed deviation is smaller than the own vehicle speed deviation threshold, the inter-adjacent vehicle spacing securing process is executed. The vehicle according to any one of claims 1 to 3,
The engine output adjusting device is
Set the target lane front target inter-vehicle distance that is the target lane front inter-vehicle distance, which is the inter-vehicle distance between the preceding vehicle and the host vehicle in the same lane as the host vehicle, and the target lane front inter-vehicle distance Regarding the own lane front inter-vehicle distance deviation that is a deviation from the own lane front target inter-vehicle distance, a self-lane front inter-vehicle distance deviation threshold value that defines a range for executing the adjacent vehicle inter-vehicle securing process is set.
When the own lane front inter-vehicle distance deviation is less than the own lane front inter-vehicle distance deviation threshold, execute the adjacent vehicle inter-vehicle securing process,
When the own lane front lane distance deviation exceeds the own lane front lane distance deviation threshold, the engine output is directly or directly adjusted so that the own lane front lane distance deviation is less than the own lane front lane distance deviation threshold. A vehicle characterized by adjusting indirectly. In the vehicle according to any one of claims 1 to 4,
The engine output adjusting device is
When a front adjacent vehicle and a rear adjacent vehicle are detected as the adjacent vehicles, the output of the engine is directly or indirectly so that the own vehicle is positioned between the front adjacent vehicle and the rear adjacent vehicle in the traveling direction. A vehicle characterized by performing a centering process that adjusts automatically. The vehicle according to claim 5, which is dependent on claim 4,
The engine output adjusting device executes the centering process only when the distance deviation between the front lane distance and the front distance between the front lane distances is less than the threshold distance deviation between the front lane distances. The vehicle according to claim 5 or 6,
The engine output adjusting device performs the adjacent vehicle space securing process with the rear adjacent vehicle when the inter-vehicle distance between the front adjacent vehicle and the rear adjacent vehicle is short and the centering process cannot be performed. Characteristic vehicle. The vehicle according to claim 5, which is dependent on claim 4,
When executing the inter-adjacent vehicle inter-vehicle securing process for the rear adjacent vehicle, when the own lane front inter-vehicle distance deviation exceeds the own lane front inter-vehicle distance deviation threshold, the engine output adjusting device A vehicle characterized by being guided behind a vehicle adjacent to the rear. The vehicle according to claim 5, which is dependent on claim 4,
The adjacent vehicle inter-vehicle distance securing process is performed so that the front end of the front adjacent vehicle and the rear end of the own vehicle do not overlap with each other while maintaining the state in which the front lane front side distance deviation is lower than the own lane front side vehicle distance deviation threshold. When it is possible to execute, the engine output adjusting device guides the host vehicle to the front of the front adjacent vehicle. In the vehicle according to any one of claims 1 to 4,
The engine output adjusting device includes:
When the first adjacent vehicle in one adjacent lane and the second adjacent vehicle in the other adjacent lane are detected as the adjacent vehicle, the own vehicle is in the middle of the first adjacent vehicle and the second adjacent vehicle in the traveling direction. A vehicle that executes a centering process that directly or indirectly adjusts the output of the engine so as to be in a position. The vehicle according to claim 10, wherein
When the centering process cannot be executed, the engine output adjusting device executes the adjacent vehicle space securing process for a vehicle having a smaller vehicle speed difference between the first adjacent vehicle and the second adjacent vehicle. A vehicle characterized by that. The vehicle according to claim 10, wherein
When the centering process cannot be performed, the engine output adjustment device is configured to detect the first adjacent vehicle and the second adjacent vehicle that are in the lane on the opposite side of the overtaking lane across the traveling lane of the own vehicle. The vehicle which performs the said adjacent vehicle clearance ensuring process. The vehicle according to claim 10, wherein
The vehicle further includes a navigation device,
When the centering process cannot be performed, the engine output adjusting device is
In the route guidance function of the navigation device, identify the lane that the vehicle is scheduled to change lanes,
The vehicle characterized in that the adjacent vehicle inter-vehicle securing process is executed on a side of the first adjacent vehicle and the second adjacent vehicle that is in a lane on the side where the own vehicle is scheduled to change lanes. In the vehicle according to any one of claims 4 to 13 dependent on claim 3 and claim 3,
When the driver's intention to change lanes is detected, the engine output adjustment device increases the own vehicle speed deviation threshold. The vehicle according to any one of claims 4 to 13 dependent on claim 4 and claim 4,
When the driver's intention to change lanes is detected, the engine output adjustment device increases the inter-lane distance deviation threshold value ahead of the own lane.

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