JP2014148293A - Inter-vehicle distance control unit - Google Patents

Inter-vehicle distance control unit Download PDF

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JP2014148293A
JP2014148293A JP2013019598A JP2013019598A JP2014148293A JP 2014148293 A JP2014148293 A JP 2014148293A JP 2013019598 A JP2013019598 A JP 2013019598A JP 2013019598 A JP2013019598 A JP 2013019598A JP 2014148293 A JP2014148293 A JP 2014148293A
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distance
acceleration
deceleration
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JP6158523B2 (en
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Yusuke Matsumoto
郁佑 松元
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Denso Corp
Toyota Motor Corp
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Toyota Motor Corp
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Abstract

PROBLEM TO BE SOLVED: To provide an inter-vehicle distance control unit that suppresses unnecessary control when an intervening vehicle moves in a direction of receding from a lane on which a self vehicle is traveling.SOLUTION: An inter-vehicle distance control unit 100 that senses a preceding vehicle in front of a self vehicle and controls an inter-vehicle distance between the preceding vehicle and the self vehicle includes: vehicle speed detection means 12 that detects a relative speed to the preceding vehicle and a distance to the self vehicle; inter-vehicle time calculation means 33 that when another preceding vehicle intervenes between the preceding vehicle and the self vehicle, calculates an inter-vehicle time between the preceding vehicle and another preceding vehicle; and acceleration/deceleration control means 34 that compares the inter-vehicle time with a threshold and determines the necessity of modifying acceleration/deceleration control for controlling the inter-vehicle distance to the another preceding vehicle so as to square the inter-vehicle distance with a target inter-vehicle distance.

Description

本発明は、自車両前方の先行車を検知して先行車と自車両との車間距離を制御する車間距離制御装置に関する。   The present invention relates to an inter-vehicle distance control device that detects a preceding vehicle ahead of the host vehicle and controls an inter-vehicle distance between the preceding vehicle and the host vehicle.

先行車両との車間距離を検出して自車両の車速に応じて車間距離や速度を自動制御する車間距離制御装置が知られている。このような車間距離制御装置では、先行車両との車間距離を制御中に他車両が割り込んできたり、先行車両が離脱したりした場合、追従すべき先行車両が切り替わる。先行車両の車速と車間距離が変わるため、加減速が生じやすい状況となる。このため、従来から、車両の割込みや離脱等に対応して車間距離制御を適切に継続する技術が考えられている（例えば、特許文献１〜３参照）。   An inter-vehicle distance control device that detects an inter-vehicle distance from a preceding vehicle and automatically controls the inter-vehicle distance and speed according to the vehicle speed of the host vehicle is known. In such an inter-vehicle distance control device, when another vehicle is interrupted or the preceding vehicle leaves while controlling the inter-vehicle distance from the preceding vehicle, the preceding vehicle to be followed is switched. Since the vehicle speed and the inter-vehicle distance of the preceding vehicle change, the situation is likely to cause acceleration / deceleration. For this reason, conventionally, a technique for appropriately continuing the inter-vehicle distance control in response to a vehicle interruption or separation has been considered (for example, see Patent Documents 1 to 3).

図１０（ａ）は特許文献１の技術を説明する図の一例である。特許文献１では、割込み又は離脱する他車両の横速度を監視して早期に追従走行する先行車両を切り替える技術が記載されている。   FIG. 10A is an example of a diagram illustrating the technique of Patent Document 1. FIG. Patent Document 1 describes a technique for switching a preceding vehicle that travels early by monitoring the lateral speed of another vehicle that interrupts or leaves.

図１０（ｂ）は特許文献２の技術を説明する図の一例である。特許文献２では、レーン変更の過渡状態において、自車両の操舵量を制限することで不要な操舵を抑制する技術が開示されている。   FIG. 10B is an example of a diagram illustrating the technique of Patent Document 2. Patent Document 2 discloses a technique for suppressing unnecessary steering by limiting the steering amount of the host vehicle in a transient state of lane change.

図１０（ｃ）は特許文献３の技術を説明する図の一例である。特許文献３では、車両の走行状態に基づいてドライバにとって望ましくない走行領域への車両の進入を予測し、ドライバにとって望ましくない走行領域への車両の進入を回避するように出力を調整する（早期にブレーキ制御する）技術が開示されている。   FIG. 10C is an example of a diagram illustrating the technique of Patent Document 3. In Patent Document 3, an approach of a vehicle to a travel region that is undesirable for the driver is predicted based on a travel state of the vehicle, and an output is adjusted so as to avoid a vehicle entering the travel region that is undesirable for the driver (early). Brake control) technology is disclosed.

特開2004-58920号公報JP 2004-58920 A 特開2007-176290号公報JP 2007-176290 A 特開2010-274887号公報JP 2010-274887

しかしながら、特許文献１〜３では、割り込んだ車両が、自車両に対し同じレーンを遠ざかる方向に移動する場合について考慮されていないという問題がある。   However, in Patent Documents 1 to 3, there is a problem that the case where the interrupted vehicle moves in a direction away from the same lane with respect to the own vehicle is not considered.

図１０（ｄ）は自車両に対し同じレーンを遠ざかる方向に割り込んだ車両が移動する場合を模式的に示す図である。それぞれの車両の車速はＶａ＝Ｖｂ＜Ｖｃである。他車両Ｃが割り込んだ場合、自車両Ａは他車両Ｃに追従するため、Ｖａ→Ｖｃの加速制御を実行する。しかし、他車両Ｃが自車両の加速後、すぐに離脱した場合、自車両Ａは先行車両Ｂへの追従を再開するので、Ｖａ→Ｖｂの減速制御を実行する。すなわち、短期間に加速・減速という不要な制御を実行してしまう。   FIG. 10D is a diagram schematically illustrating a case where a vehicle that has moved in the direction of moving away from the same lane with respect to the host vehicle moves. The vehicle speed of each vehicle is Va = Vb <Vc. When the other vehicle C interrupts, the own vehicle A follows the other vehicle C, and therefore executes acceleration control of Va → Vc. However, if the other vehicle C leaves immediately after the acceleration of the host vehicle, the host vehicle A resumes following the preceding vehicle B, and therefore executes deceleration control of Va → Vb. That is, unnecessary control such as acceleration / deceleration is executed in a short time.

本発明は、上記課題に鑑み、割り込んだ車両が、自車両に対し同じレーンを遠ざかる方向に移動する場合に不要制御を抑制する車間距離制御装置を提供することを目的とする。   In view of the above problems, an object of the present invention is to provide an inter-vehicle distance control device that suppresses unnecessary control when an interrupted vehicle moves in a direction away from the same lane with respect to the host vehicle.

本発明は、自車両前方の先行車を検知して先行車と自車両との車間距離を制御する車間距離制御装置であって、前記先行車との相対速度及び自車両との距離を検出する車速距離検出手段と、前記先行車と自車両との間に別の先行車が割り込んだ場合、前記先行車と前記別の先行車との間の車間時間を算出する車間時間算出手段と、前記車間時間と閾値を比較して、前記別の先行車との車間距離を目標車間距離に制御するための加減速制御の変更の必要性を判断する加減速制御手段と、を有することを特徴とする。   The present invention is an inter-vehicle distance control device that detects the preceding vehicle ahead of the host vehicle and controls the inter-vehicle distance between the preceding vehicle and the host vehicle, and detects the relative speed to the preceding vehicle and the distance from the host vehicle. Vehicle speed distance detecting means, and when another preceding vehicle has interrupted between the preceding vehicle and the host vehicle, an inter-vehicle time calculating means for calculating an inter-vehicle time between the preceding vehicle and the other preceding vehicle, Acceleration / deceleration control means for comparing the inter-vehicle time with a threshold and determining the necessity of changing the acceleration / deceleration control for controlling the inter-vehicle distance with the other preceding vehicle to the target inter-vehicle distance, To do.

割り込んだ車両が、自車両に対し同じレーンを遠ざかる方向に移動する場合に不要制御を抑制する車間距離制御装置を提供することができる。   It is possible to provide an inter-vehicle distance control device that suppresses unnecessary control when an interrupted vehicle moves in a direction away from the host vehicle on the same lane.

本実施形態の車間距離制御装置の概略的な特徴について説明する図の一例である。It is an example of the figure explaining the schematic characteristic of the inter-vehicle distance control apparatus of this embodiment. 車間距離制御装置の概略構成図の一例である。It is an example of the schematic block diagram of a vehicle distance control apparatus. 車間距離制御の概略的な手順を示すフローチャート図の一例である。It is an example of the flowchart figure which shows the schematic procedure of inter-vehicle distance control. 車間制御ＥＣＵの機能ブロック図の一例である。It is an example of a functional block diagram of the inter-vehicle control ECU. 目標加速度を抑制する手順を示すフローチャート図の一例である。It is an example of the flowchart figure which shows the procedure which suppresses target acceleration. 目標加速度の抑制について説明する図の一例である。It is an example of the figure explaining suppression of target acceleration. 割り込みする他車両Ｃの挙動に対する、車間制御ＥＣＵの制御例を説明する図の一例である。It is an example of the figure explaining the control example of inter-vehicle control ECU with respect to the behavior of the other vehicle C to interrupt. 割込みと離脱が生じうる別の車両状況について説明する図の一例である。It is an example of the figure explaining another vehicle situation where interruption and secession may arise. 割込みと離脱が生じうる別の車両状況について説明する図の一例である。It is an example of the figure explaining another vehicle situation where interruption and secession may arise. 従来技術の技術を説明する図の一例である。It is an example of the figure explaining the technique of a prior art.

以下、本発明を実施するための形態について図面を参照しながら説明する。しかしながら、本発明の技術的範囲が、本実施の形態に限定されるものではない。   Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings. However, the technical scope of the present invention is not limited to this embodiment.

図１を用いて、本実施形態の車間距離制御装置の概略的な特徴について説明する。車間距離制御装置は、他車両Ｃが自車両前方に割り込んできた場合、先行車両Ｂと他車両Ｃの車間時間Ｔｂｃを用いて加速が必要か否かを判定する。
Ｔｂｃ＝（Ｄｂ−Ｄｃ）／（Ｖｂ−Ｖｃ） …（１）
Ｄｂ：自車両Ａと先行車両Ｂとの距離
Ｄｃ：自車両Ａと他車両Ｃとの距離
車間時間Ｔｂｃが閾値以上であれば、他車両Cがすぐに離脱する可能性が低いと推定できる。また、自車両Ａが加速した後に他車両Ｃが離脱しても、自車両Ａから先行車両Ｂまでの距離（車間時間）も長いと推定でき、先行車両Ｂに追従走行するための減速度も比較的緩やかになると期待できる。このため、車間時間Ｔｂｃが閾値より大きければ、他車両Ｃに対し従来の車間距離を行う。 A schematic feature of the inter-vehicle distance control apparatus according to the present embodiment will be described with reference to FIG. The inter-vehicle distance control device determines whether or not acceleration is necessary using the inter-vehicle time Tbc between the preceding vehicle B and the other vehicle C when the other vehicle C has interrupted in front of the host vehicle.
Tbc = (Db−Dc) / (Vb−Vc) (1)
Db: Distance between the host vehicle A and the preceding vehicle B Dc: Distance between the host vehicle A and the other vehicle C If the inter-vehicle time Tbc is equal to or greater than the threshold value, it can be estimated that the other vehicle C is unlikely to leave immediately. Further, even if the other vehicle C leaves after the host vehicle A accelerates, it can be estimated that the distance (inter-vehicle time) from the host vehicle A to the preceding vehicle B is long, and the deceleration for traveling following the preceding vehicle B is also possible. It can be expected to be relatively moderate. For this reason, if the inter-vehicle time Tbc is larger than the threshold value, the conventional inter-vehicle distance is performed for the other vehicle C.

これに対し、車間時間Ｔｂｃが閾値未満であれば、他車両Cがすぐに離脱する可能性が高いと推定できる。また、自車両Ａが加速した後に他車両Ｃが離脱すると、自車両Ａから先行車両Ｂまでの距離（車間時間）も短いと推定でき、先行車両Ｂに追従走行するための減速度も比較的大きいと考えられる。そこで、車間時間Ｔｂｃが閾値未満の場合、車間距離制御装置は目標加速度を抑制する。これにより、他車両Ｃに追従走行しても、自車両Ａの車速が上昇しにくくなり、離脱後の減速を抑制できる。   On the other hand, if the inter-vehicle time Tbc is less than the threshold value, it can be estimated that there is a high possibility that the other vehicle C will immediately leave. Further, when the other vehicle C leaves after the host vehicle A accelerates, it can be estimated that the distance (inter-vehicle time) from the host vehicle A to the preceding vehicle B is short, and the deceleration for traveling following the preceding vehicle B is relatively high. It is considered large. Therefore, when the inter-vehicle time Tbc is less than the threshold, the inter-vehicle distance control device suppresses the target acceleration. As a result, even if the vehicle follows the other vehicle C, the vehicle speed of the host vehicle A becomes difficult to increase, and deceleration after leaving can be suppressed.

したがって、車間時間Ｔｂｃを閾値と比較して加速度を低減することで、割り込んだ他車両Ｃが、自車両Ａに対し同じレーンを遠ざかる方向に移動する場合に不要制御を抑制することができる。つまり、加減速制御の変更の必要性を判断できる。   Therefore, by comparing the inter-vehicle time Tbc with the threshold value and reducing the acceleration, unnecessary control can be suppressed when the interrupted other vehicle C moves in the direction away from the own vehicle A in the same lane. That is, the necessity for changing the acceleration / deceleration control can be determined.

また、車間時間Ｔｂｃが閾値未満の場合に目標加速度をゼロに制限すれば、自車両Ａは加速しないので、不要制御をさらに抑制することができる。つまり、加減速制御の必要性を判断できる。   Further, if the target acceleration is limited to zero when the inter-vehicle time Tbc is less than the threshold value, the host vehicle A does not accelerate, so unnecessary control can be further suppressed. That is, the necessity for acceleration / deceleration control can be determined.

〔構成例〕
図２は、車間距離制御装置の概略構成図の一例である。車間距離制御装置１００の一般的な車間距離制御は以下のようになる。なお、車間距離制御装置１００はＡＣＣ（Adaptive Cruise Control）と呼ばれる場合がある。また、本実施形態では車間距離制御という用語と追従走行という用語を特に区別せずに使用している。
Ｉ．レーダ等で先行車両を検出する。先行車両が検出されている場合は、レーダで検出した先行車両との距離が車速に応じた目標車間距離となるように追従走行する。
II．先行車両が検出されなくなった場合、運転者がセットした車速で定速走行する。 [Configuration example]
FIG. 2 is an example of a schematic configuration diagram of the inter-vehicle distance control device. The general inter-vehicle distance control of the inter-vehicle distance control device 100 is as follows. The inter-vehicle distance control device 100 may be called ACC (Adaptive Cruise Control). Further, in the present embodiment, the term “inter-vehicle distance control” and the term “following traveling” are used without any particular distinction.
I. A leading vehicle is detected by a radar or the like. When the preceding vehicle is detected, the vehicle travels so that the distance from the preceding vehicle detected by the radar becomes the target inter-vehicle distance corresponding to the vehicle speed.
II. When the preceding vehicle is no longer detected, the vehicle travels at a constant speed at the vehicle speed set by the driver.

また、I、IIの制御を、低速域から停止時にかけて可能とした車間距離制御装置１００を「全車速域定速走行・車間距離制御装置（又は全車速ＡＣＣ）」と称する場合がある。   Further, the inter-vehicle distance control device 100 that enables the control of I and II from the low speed range to the stop time may be referred to as “full vehicle speed range constant speed travel / inter-vehicle distance control device (or full vehicle speed ACC)”.

全車速域定速走行・車間距離制御装置は、以下のような機能をさらに備える。
III．先行車両が停止した場合、適正な車間距離を維持して停車する。
IV．先行車両が走行を再開した場合、車速に応じた車間距離を維持しながら追従走行を開始する。 The full vehicle speed range constant speed travel / inter-vehicle distance control device further includes the following functions.
III. When the preceding vehicle stops, the vehicle is stopped while maintaining an appropriate inter-vehicle distance.
IV. When the preceding vehicle resumes traveling, the following traveling is started while maintaining the inter-vehicle distance corresponding to the vehicle speed.

本実施形態の車間距離制御装置１００は低速域においても上記の制御が可能である。したがって、ＡＣＣと全車速ＡＣＣの区別なしに、以下で説明する不要減速の低減が可能である。   The inter-vehicle distance control device 100 of the present embodiment can perform the above control even in a low speed range. Therefore, unnecessary deceleration described below can be reduced without distinguishing between ACC and full vehicle speed ACC.

車間距離制御は車間制御ＥＣＵ（Electronic Control Unit）１３が、センサ部１２、エンジンＥＣＵ１４、及び、スキッド制御ＥＣＵ１５等と協働することで行われる。センサ部１２、車間制御ＥＣＵ１３、エンジンＥＣＵ１４、及び、スキッド制御ＥＣＵ１５はＣＡＮ（Controller Area Network)などの車載ネットワーク又は専用線を介して通信可能に接続されている。車間制御ＥＣＵ１３にはクルーズコントロールスイッチ１１、エンジンＥＣＵ１４にはトランスミッション１６、スロットルモータ１７、スロットルポジションセンサ1８、スキッド制御ＥＣＵ１５には車輪速センサ１９とブレーキＡＣＴ（アクチュエータ）２０がそれぞれシリアル通信などの専用線で接続されている。   The inter-vehicle distance control is performed by the inter-vehicle control ECU (Electronic Control Unit) 13 cooperating with the sensor unit 12, the engine ECU 14, the skid control ECU 15, and the like. The sensor unit 12, the inter-vehicle control ECU 13, the engine ECU 14, and the skid control ECU 15 are communicably connected via an in-vehicle network such as a CAN (Controller Area Network) or a dedicated line. The inter-vehicle control ECU 13 has a cruise control switch 11, the engine ECU 14 has a transmission 16, a throttle motor 17, a throttle position sensor 18, and the skid control ECU 15 has a wheel speed sensor 19 and a brake ACT (actuator) 20, which are dedicated lines such as serial communication. Connected with.

各ＥＣＵはマイコン、電源、ワイヤーハーネスのインタフェースなどを搭載した情報処理装置である。マイコンは、ＣＰＵ、ＲＯＭ、ＲＡＭ、不揮発メモリ、Ｉ／Ｏ、及び、ＣＡＮ通信装置等を備えた公知の構成を有する。図示されている各ＥＣＵと各ＥＣＵが有する機能の対応は固定ではなく、例えばエンジンＥＣＵ１４が車間制御ＥＣＵ１３の機能を備えることなども可能であり、図示する構成は一例に過ぎない。   Each ECU is an information processing device equipped with a microcomputer, a power source, a wire harness interface, and the like. The microcomputer has a known configuration including a CPU, a ROM, a RAM, a nonvolatile memory, an I / O, a CAN communication device, and the like. The correspondence between the ECUs and the functions of the ECUs is not fixed. For example, the engine ECU 14 can have the functions of the inter-vehicle control ECU 13, and the illustrated configuration is merely an example.

センサ部１２は、レーダセンサ２１とカメラセンサ２２を有している。いずれも少なくとも先行車両との距離を検出することが可能であり、少なくとも一方を有していればよい。レーダセンサ２１は、車両のフロントグリルなど車両の前方の中央部に配置され、車両の前方を中心に所定の角度（例えば、正面を中心に左右１０度）にミリ波を出射し、この範囲に存在する物体により反射したミリ波を受信する。レーダセンサ２１は、例えばＦＭＣＷ（Frequency Modulated Continuous Wave）レーダやパルスレーダである。レーダセンサ２１は、送信信号と受信信号をミキサーでミキシングすることで、受信アンテナ毎にビート信号を生成する。送信信号が送信されてから受信信号が受信されるまでの時間は対象物との距離に比例し、またビート信号の周波数は相対速度によりシフトする。よって、ビート信号を例えばＦＦＴ解析することで距離及び相対速度（＝Ｖｂ−Ｖａ。距離が長くなる相対速度が正、接近する相対速度が負）が得られる。また、レーダセンサ２１は、ＭＵＳＩＣ（Multiple Signal Classification）解析やＤＢＦ（Digital Beam Forming)処理により障害物の横位置ｘ（方位θ）を検出することも可能である。   The sensor unit 12 includes a radar sensor 21 and a camera sensor 22. In any case, it is possible to detect at least the distance from the preceding vehicle, and it is sufficient to have at least one of them. The radar sensor 21 is disposed at the center of the front of the vehicle such as the front grille of the vehicle, and emits millimeter waves at a predetermined angle (for example, 10 degrees left and right with the front as the center). Receives millimeter waves reflected by an existing object. The radar sensor 21 is, for example, an FMCW (Frequency Modulated Continuous Wave) radar or a pulse radar. The radar sensor 21 generates a beat signal for each reception antenna by mixing the transmission signal and the reception signal with a mixer. The time from when the transmission signal is transmitted until the reception signal is received is proportional to the distance to the object, and the frequency of the beat signal is shifted by the relative speed. Therefore, the distance and the relative speed (= Vb−Va. The relative speed at which the distance becomes longer is positive and the relative speed at which the distance approaches is negative) by performing FFT analysis on the beat signal, for example. The radar sensor 21 can also detect the lateral position x (azimuth θ) of the obstacle by MUSIC (Multiple Signal Classification) analysis or DBF (Digital Beam Forming) processing.

カメラセンサ２２は、単眼カメラでもステレオカメラでもよいが、好ましくはステレオカメラである。カメラセンサ２２は、例えば、光軸を車両前方に向けてルームミラーに配置される。ステレオカメラの場合、予め用意されているキャリブレーションデータを用いて各カメラが撮像したフレーム（画像データ）にレンズ歪み、光軸ずれ、焦点距離ずれ及び撮像素子歪み等を取り除く前処理を行う。これにより２つのカメラのフレームは視差に相当する違いのみを有するようになる。ステレオカメラは、左右の画像データの相関をブロックマッチングなどの手法により評価して、同一の対象物が撮影された画素に生じている視差やレンズの焦点距離ｆなどを用いて、画素毎に距離情報を算出する。   The camera sensor 22 may be a monocular camera or a stereo camera, but is preferably a stereo camera. For example, the camera sensor 22 is arranged on the rearview mirror with the optical axis facing the front of the vehicle. In the case of a stereo camera, pre-processing is performed to remove lens distortion, optical axis deviation, focal length deviation, imaging element distortion, and the like on frames (image data) captured by each camera using calibration data prepared in advance. As a result, the frames of the two cameras have only a difference corresponding to parallax. The stereo camera evaluates the correlation between the left and right image data by a method such as block matching, and uses the parallax generated in the pixel where the same object is photographed, the focal length f of the lens, and the like for each pixel. Calculate information.

単眼カメラの場合、周期的に撮影される複数の画像データにオプティカルフロー処理を施し、同じ撮影物の移動量を監視して、距離情報を推定する。   In the case of a monocular camera, optical flow processing is performed on a plurality of periodically captured image data, the amount of movement of the same object is monitored, and distance information is estimated.

また、距離情報を得た後又は距離情報を得る前に、カメラセンサ２２はＨＯＧ（Histograms of Oriented Gradients)、Joint HOG、ＣＰＦ（Co-occurrence Probability Features）、CoHOG (Co-occurrence Histograms of Oriented Gradients)、などの手法で先行車両を認識する。先行車両として認識された画素の距離情報により、先行車両との距離を特定できる。カメラセンサ２２は、１秒間に所定数（３０〜６０個）の画像を撮影することを繰り返すので、フレーム毎に先行車両の距離が得られる。したがって、フレーム間の距離Ｌの変化などから相対速度Ｖが得られる。また、先行車両の横位置（車幅方向の中央）は認識結果から明らかになっている。   In addition, after obtaining the distance information or before obtaining the distance information, the camera sensor 22 has HOG (Histograms of Oriented Gradients), Joint HOG, CPF (Co-occurrence Probability Features), CoHOG (Co-occurrence Histograms of Oriented Gradients). The preceding vehicle is recognized by a method such as. The distance to the preceding vehicle can be specified from the distance information of the pixels recognized as the preceding vehicle. Since the camera sensor 22 repeatedly captures a predetermined number (30 to 60) of images per second, the distance of the preceding vehicle can be obtained for each frame. Therefore, the relative speed V is obtained from a change in the distance L between the frames. Further, the lateral position of the preceding vehicle (the center in the vehicle width direction) is made clear from the recognition result.

このように、レーダセンサ２１とカメラセンサ２２は同等の情報を得られる。センサ部１２は、周期的に物標の距離、相対速度、及び、横位置（以下、物標情報という）を車間制御ＥＣＵ１３に送信する。   Thus, the radar sensor 21 and the camera sensor 22 can obtain equivalent information. The sensor unit 12 periodically transmits the target distance, relative speed, and lateral position (hereinafter referred to as target information) to the inter-vehicle distance control ECU 13.

車間制御ＥＣＵ１３は、センサ部１２から送信される物標情報、現在の車速及び加速度等、に基づき、目標加速度（要求駆動力）をエンジンＥＣＵ１４やスキッド制御ＥＣＵ１５に送信する。目標加速度は正値又は負値であり、正値であればエンジンＥＣＵ１４が加速制御し、負値であり制動が必要な目標加速度であればスキッド制御ＥＣＵ１５がブレーキＡＣＴ２０を制御して減速する。   The inter-vehicle control ECU 13 transmits the target acceleration (required driving force) to the engine ECU 14 and the skid control ECU 15 based on the target information transmitted from the sensor unit 12, the current vehicle speed, acceleration, and the like. The target acceleration is a positive value or a negative value. If the target acceleration is a positive value, the engine ECU 14 performs acceleration control. If the target acceleration is a negative value and requires braking, the skid control ECU 15 controls the brake ACT 20 to decelerate.

クルーズコントロールスイッチ１１は、車間距離制御装置１００について運転者の操作を受け付け車間制御ＥＣＵ１３に通知する。例えば、以下のような操作が可能である。
(i) 車間距離制御のＯＮ／ＯＦＦ
(ii) 車間距離制御モードと定速制御モードの切り換え
(iii) 減速、加速及び定速走行用の車速のセット
(iv) 車間距離の設定（例えば、長・中・短の３種類から選択でき、長・中・短のそれぞれで車速に応じて車間距離が決定される）
本実施形態では車間距離制御モードで動作するものとし、先行車両が検出（捕捉）されない場合は車間距離制御モードのまま定速走行用の車速で車両が定速走行する。 The cruise control switch 11 accepts a driver's operation for the inter-vehicle distance control device 100 and notifies the inter-vehicle control ECU 13. For example, the following operations are possible.
(i) Inter-vehicle distance control ON / OFF
(ii) Switching between inter-vehicle distance control mode and constant speed control mode
(iii) Set the vehicle speed for deceleration, acceleration and constant speed driving
(iv) Setting the inter-vehicle distance (For example, you can select from three types: long, medium, and short, and the inter-vehicle distance is determined according to the vehicle speed for each of long, medium, and short)
In this embodiment, it is assumed that the vehicle operates in the inter-vehicle distance control mode, and when the preceding vehicle is not detected (captured), the vehicle travels at a constant speed with the vehicle speed for constant speed travel in the inter-vehicle distance control mode.

エンジンＥＣＵ１４は、スロットルポジションセンサ１８が検出するスロットル開度を監視しながらスロットルモータ１７を制御する。後述するような手順で目標加速度を決定し、例えば、以下の式からスロットル開度を決定する。
ＭＡn＝ＭＡn-1 ＋ Ｇ × Ｄdn × Ｔsk
Ｄdn＝（Ａｔn−ΔＶn）
ＭＡn：今回スロットル開度
ＭＡn-1：前回スロットル開度
Ｇ：制御ゲイン
Ｔsk：スキップ時間
Ａｔn：目標加速度
ΔＶn：車両加速度（実加速度）
Ｄｄｎ：現在加速度偏差
また、エンジンＥＣＵ１４は車速とスロットル開度に対して定められているシフトアップ線とシフトダウン線に基づき変速段の切り換えの必要性を判断し、必要であればトランスミッション１６に変速段を指示する。トランスミッション１６は、ＡＴ（オートマチックトランスミッション）又はＣＶＴ（Continuously Variable Transmission）など、どのような機構でもよい。 The engine ECU 14 controls the throttle motor 17 while monitoring the throttle opening detected by the throttle position sensor 18. The target acceleration is determined by a procedure as will be described later. For example, the throttle opening is determined from the following equation.
MA n = MA n-1 + G × D dn × T sk
D dn = (At n −ΔV n )
MA n : current throttle opening MA n-1 : previous throttle opening G: control gain T sk : skip time At n : target acceleration ΔV n : vehicle acceleration (actual acceleration)
D dn : current acceleration deviation Further, the engine ECU 14 determines the necessity of switching of the gear position based on the up-shift line and the down-shift line determined for the vehicle speed and the throttle opening, and if necessary, sends it to the transmission 16. Indicates the gear position. The transmission 16 may be any mechanism such as AT (automatic transmission) or CVT (Continuously Variable Transmission).

スキッド制御ＥＣＵ１５は、ブレーキＡＣＴ２０のバルブの開閉及び開度を制御することで車両を制動する。ブレーキＡＣＴ２０はポンプが作動流体に発生させた油圧により各輪のホイルシリンダ圧を増圧・維持・減圧することで、車両の加速度（減速度）を制御する。   The skid control ECU 15 brakes the vehicle by controlling the opening / closing and opening of the valve of the brake ACT20. The brake ACT 20 controls the acceleration (deceleration) of the vehicle by increasing, maintaining and reducing the wheel cylinder pressure of each wheel by the hydraulic pressure generated by the pump in the working fluid.

〔車間距離制御〕
図３は、車間距離制御の概略的な手順を示すフローチャート図の一例である。車間制御ＥＣＵ１３は、クルーズコントロールスイッチ１１がＯＮの間、周期的に図３の処理を繰り返す。
S10：車間制御ＥＣＵ１３は、センサ部１２から先行車両との距離と相対速度を、車輪速センサ１９から自車両の車速をそれぞれ取得する。
S20：車間制御ＥＣＵ１３は、運転者が設定した車間距離の設定（長・中・短）と現在の車速から目標車間距離を決定する。
S30：車間制御ＥＣＵ１３は、目標車間距離を現在の車速で除算することで目標車間時間を算出し、現在の先行車両との距離を車速で除算することで車間時間を算出する。目標車間時間は目標車間距離を現在の車速で移動した場合に先行車両に到達するために必要な時間である。車間時間は現在の距離を現在車速で移動した場合に先行車両に到達するために必要な時間である。
S40：車間制御ＥＣＵ１３は、目標車間時間から車間時間を減じて車間時間偏差を算出する。車間時間偏差が正値の場合、目標車間距離に対し車間距離が短く、負値の場合、目標車間距離に対し車間距離が長いことになる。
S50：車間制御ＥＣＵ１３は、相対速度と車間時間偏差を演算して、目標加速度を算出する。相対速度が正値の場合、先行車両が遠ざかっているので自車両を加速すべきであり、相対速度が負値の場合、先行車両が近づいてくるので自車両を減速すべきである。車間時間偏差が正値の場合、目標車間距離に対し現在の距離が短いので、車両を減速すべきであり、車間時間偏差が負値の場合、目標車間距離に対し現在の距離が長いので、車両を加速すべきである。したがって、適切な係数（ゲイン）を相対速度と車間時間偏差にそれぞれ乗じて符号を逆にして加算すれば、目標加速度が得られる。
目標加速度＝−Ｋ１×相対速度＋Ｋ２×車間時間偏差
なお、相対速度や車間時間偏差の他、相対速度の微分値や車間時間偏差の微分値などから目標加速度を決定してもよく、目標加速度の決定方法は一例である。
S60：車間制御ＥＣＵ１３は目標加速度から現在の加速度を減じることで加速度偏差を算出する。加速度偏差からエンジンＥＣＵ１４とスキッド制御ＥＣＵ１５に指示する要求駆動力を決定する。 (Vehicle distance control)
FIG. 3 is an example of a flowchart showing a schematic procedure of inter-vehicle distance control. The inter-vehicle control ECU 13 periodically repeats the process of FIG. 3 while the cruise control switch 11 is ON.
S10: The inter-vehicle distance control ECU 13 acquires the distance and relative speed from the preceding vehicle from the sensor unit 12, and the vehicle speed of the host vehicle from the wheel speed sensor 19, respectively.
S20: The inter-vehicle control ECU 13 determines the target inter-vehicle distance from the setting (long / medium / short) of the inter-vehicle distance set by the driver and the current vehicle speed.
S30: The inter-vehicle control ECU 13 calculates the target inter-vehicle time by dividing the target inter-vehicle distance by the current vehicle speed, and calculates the inter-vehicle time by dividing the current distance from the preceding vehicle by the vehicle speed. The target inter-vehicle time is the time required to reach the preceding vehicle when the target inter-vehicle distance is moved at the current vehicle speed. The inter-vehicle time is the time required to reach the preceding vehicle when moving the current distance at the current vehicle speed.
S40: The inter-vehicle control ECU 13 calculates the inter-vehicle time deviation by subtracting the inter-vehicle time from the target inter-vehicle time. When the inter-vehicle time deviation is positive, the inter-vehicle distance is short with respect to the target inter-vehicle distance, and when negative, the inter-vehicle distance is long with respect to the target inter-vehicle distance.
S50: The inter-vehicle control ECU 13 calculates a target acceleration by calculating a relative speed and an inter-vehicle time deviation. When the relative speed is positive, the preceding vehicle is moving away, so the own vehicle should be accelerated. When the relative speed is negative, the preceding vehicle is approaching, and the own vehicle should be decelerated. If the inter-vehicle time deviation is positive, the current distance is short relative to the target inter-vehicle distance, so the vehicle should be decelerated.If the inter-vehicle time deviation is negative, the current distance is long relative to the target inter-vehicle distance. The vehicle should be accelerated. Therefore, the target acceleration can be obtained by multiplying an appropriate coefficient (gain) by the relative speed and the inter-vehicle time deviation and adding them with the signs reversed.
Target acceleration = -K1 x relative speed + K2 x inter-vehicle time deviation In addition to the relative speed and inter-vehicle time deviation, the target acceleration may be determined from the differential value of the relative speed or the differential value of the inter-vehicle time deviation. The determination method is an example.
S60: The inter-vehicle control ECU 13 calculates the acceleration deviation by subtracting the current acceleration from the target acceleration. The required driving force instructed to the engine ECU 14 and the skid control ECU 15 is determined from the acceleration deviation.

〔目標加速度の抑制〕
図４は、本実施形態の車間制御ＥＣＵ１３の機能ブロック図の一例を、図５は目標加速度を抑制する手順を示すフローチャート図の一例である。速度判定部３２は自車両Ａの車速Ｖａと先行車両Ｂの車速Ｖｂが同定度か否かを判定する。車間時間算出部３３は上式（１）から車間時間Ｔｂｃを算出する。加速度抑制判定部３４は、車間時間Ｔｂｃと閾値を比較して目標加速度を抑制するか否かを判定する。目標加速度演算部３１は例えば図３の手順で目標加速度を演算し、目標加速度を抑制するよう指示された場合は目標加速度を抑制する。詳細は後述する。 [Control of target acceleration]
FIG. 4 is an example of a functional block diagram of the inter-vehicle control ECU 13 of the present embodiment, and FIG. 5 is an example of a flowchart showing a procedure for suppressing the target acceleration. The speed determination unit 32 determines whether or not the vehicle speed Va of the host vehicle A and the vehicle speed Vb of the preceding vehicle B are in the degree of identification. The inter-vehicle time calculation unit 33 calculates the inter-vehicle time Tbc from the above equation (1). The acceleration suppression determination unit 34 determines whether to suppress the target acceleration by comparing the inter-vehicle time Tbc with a threshold value. The target acceleration calculation unit 31 calculates the target acceleration, for example, according to the procedure of FIG. 3, and suppresses the target acceleration when instructed to suppress the target acceleration. Details will be described later.

図５の手順は、他車両Ｃが割り込んでくる場合に有効な処理を示しており、自車両Ａが先行車両以外の他車両Ｃを捕捉し、他車両Ｃが割り込んだ場合または割り込んでくることが予測される場合に実行される。予測される場合とは、例えば、他車両Ｃの横位置が所定値以上の速度で自車レーンに移動している場合、他車両Ｃの横位置が自車レーンに達した場合、又は、他車両Ｃのウィンカランプが点滅した場合などである。   The procedure of FIG. 5 shows processing that is effective when another vehicle C interrupts, and the own vehicle A captures another vehicle C other than the preceding vehicle and the other vehicle C interrupts or interrupts. It is executed when is predicted. The predicted case is, for example, when the lateral position of the other vehicle C is moving to the own vehicle lane at a speed equal to or higher than a predetermined value, when the lateral position of the other vehicle C reaches the own vehicle lane, or other For example, the blinker lamp of the vehicle C flashes.

目標加速度演算部３１は上記に一例として示した方法や他の方法で、他車両Ｃに対する目標加速度を演算する（Ｓ１）。   The target acceleration calculation unit 31 calculates the target acceleration for the other vehicle C by the method described above as an example or other methods (S1).

次に、速度判定部３２は、自車両Ａの車速Ｖａと先行車両Ｂの車速Ｖｂが近いか否かを判定する（Ｓ２）。車速Ｖａと先行車両の車速Ｖｂが近いとは、例えば差が数〔ｋｍ／ｈ〕以内など、同一視できる程度の差しかないこと、換言すると先行車両Ｂに追従走行していると確定してよい状態をいう。先行車両Ｂに追従走行していなければ、他車両Ｃに追従して加速したが他車両Ｃが離脱した後に、自車両Ａが減速しない可能性がある。   Next, the speed determination unit 32 determines whether or not the vehicle speed Va of the host vehicle A and the vehicle speed Vb of the preceding vehicle B are close (S2). The vehicle speed Va and the vehicle speed Vb of the preceding vehicle are close, for example, it may be determined that the difference is within a few [km / h], for example, that there is no difference that can be identified, in other words, that the vehicle is following the preceding vehicle B. State. If the vehicle has not followed the preceding vehicle B, the vehicle has accelerated following the other vehicle C, but the host vehicle A may not decelerate after the other vehicle C leaves.

車速Ｖａと車速Ｖｂが近くない場合（Ｓ２のＮｏ）、車間制御ＥＣＵ１３はステップＳ１で算出された目標加速度で車両を制御する（Ｓ６）。したがって、Ｓ２の判定により目標加速度を過剰に抑制することを防止できる。   When the vehicle speed Va and the vehicle speed Vb are not close (No in S2), the inter-vehicle control ECU 13 controls the vehicle with the target acceleration calculated in step S1 (S6). Therefore, it is possible to prevent the target acceleration from being excessively suppressed by the determination in S2.

車速Ｖａと車速Ｖｂが近い場合（Ｓ２のＹｅｓ）、車間時間算出部３３は他車両Ｃが先行車両Ｂに到達するまでの車間時間Ｔｂｃを算出する（Ｓ３）。   When the vehicle speed Va and the vehicle speed Vb are close (Yes in S2), the inter-vehicle time calculation unit 33 calculates the inter-vehicle time Tbc until the other vehicle C reaches the preceding vehicle B (S3).

車間時間Ｔｂｃが小さいことは割り込んだ他車両Ｃが短時間に先行車両Ｂに接近する可能性があるので、他車両Ｃの運転者がすぐに離脱するおそれがあると推定できる。このため、加速度抑制判定部３４は、車間時間Ｔｂｃが閾値未満か否かを判定する（Ｓ４）。閾値は例えば数秒などの固定値又は自車両の車速に応じた可変値である。   If the inter-vehicle time Tbc is small, the interrupted other vehicle C may approach the preceding vehicle B in a short time, so it can be estimated that the driver of the other vehicle C may immediately leave. For this reason, the acceleration suppression determination part 34 determines whether the inter-vehicle time Tbc is less than a threshold value (S4). The threshold value is, for example, a fixed value such as several seconds or a variable value corresponding to the vehicle speed of the host vehicle.

車間時間Ｔｂｃが閾値未満でない場合（Ｓ４のＮｏ）、車間制御ＥＣＵ１３はステップＳ１で算出された目標加速度で車両を制御する（Ｓ６）。他車両Ｃが割り込んだと判定された後、車速の関係としてＶｃ＞Ｖａ、Ｖa＞Ｖｃ、及び、Ｖｃ＝Ｖａの場合があるが、Ｖｃ＞Ｖａであれば加速され、Ｖa＞Ｖｃであれば減速され、Ｖｃ＝Ｖａの場合は先行車両Ｂを捕捉していた場合よりも車間距離が短くなる分、減速される。いずれの場合も目標加速度は抑制されていないので、車間制御ＥＣＵは速やかに他車両Ｃとの車間距離を適切に維持するようになる。   If the inter-vehicle time Tbc is not less than the threshold value (No in S4), the inter-vehicle control ECU 13 controls the vehicle with the target acceleration calculated in step S1 (S6). After it is determined that the other vehicle C has interrupted, there are cases where Vc> Va, Va> Vc, and Vc = Va as the vehicle speed relationship, but if Vc> Va, the vehicle is accelerated, and if Va> Vc. When Vc = Va, the vehicle is decelerated as much as the inter-vehicle distance is shorter than when the preceding vehicle B is captured. In any case, since the target acceleration is not suppressed, the inter-vehicle control ECU promptly maintains the inter-vehicle distance from the other vehicle C appropriately.

車間時間Ｔｂｃが閾値未満の場合（Ｓ４のＹｅｓ）、加速度抑制判定部３４は目標加速度演算部３１に目標加速度を抑制させる（Ｓ５）。   When the inter-vehicle time Tbc is less than the threshold (Yes in S4), the acceleration suppression determination unit 34 causes the target acceleration calculation unit 31 to suppress the target acceleration (S5).

目標加速度演算部３１が目標加速度を抑制することで、自車両Ａと先行車両Ｂとの間に割り込んですぐ離脱する可能性がある他車両Ｃに対し、車間距離を維持するように加速する際の目標加速度を抑制できる。他車両Ｃが離脱した場合に、先行車両Ｂの車速が一定であると仮定して、車間距離制御のために減速する必要性を低減したり、減速が必要でも車間距離制御のために必要な減速度を低減できる。   When the target acceleration calculation unit 31 suppresses the target acceleration and accelerates the other vehicle C, which may break between the host vehicle A and the preceding vehicle B and may immediately leave, to maintain the inter-vehicle distance. The target acceleration can be suppressed. Assuming that the vehicle speed of the preceding vehicle B is constant when the other vehicle C leaves, the necessity of decelerating for the inter-vehicle distance control is reduced, or even if decelerating is necessary, it is necessary for the inter-vehicle distance control. Deceleration can be reduced.

図６は、目標加速度の抑制について説明する図の一例である。目標加速度を抑制することを、例えば目標加速度に「１／制限係数」を乗じることで表す。但し、「制限係数＞１」である。
抑制された目標加速度＝目標加速度／制限係数
図６（ａ）では一定の比率で目標加速度を抑制する場合の制限係数を示している。目標加速度の抑制は、他車両Ｃが離脱するか又は目標加速度の抑制が不要になるまで行えばよい。目標加速度の抑制が不要になるのは、他車両Ｃが先行車両Ｂに近づき減速した場合や割込み後に所定時間が経過した場合である。他車両Ｃが先行車両Ｂに近づき減速した場合は、車速Ｖｃ＞Ｖｂでなくなるので離脱しない場合と同一視できる。割込み後に所定時間が経過した場合は、他車両Ｃが徐々に減速して車速Ｖｃ＞Ｖｂでなくなった場合や他車両Ｃが離脱しても検知しなかったことなどが考えられる。 FIG. 6 is an example of a diagram illustrating suppression of target acceleration. The suppression of the target acceleration is expressed by, for example, multiplying the target acceleration by “1 / limitation coefficient”. However, “restriction coefficient> 1”.
Suppressed target acceleration = target acceleration / limitation coefficient FIG. 6A shows a limit coefficient when the target acceleration is suppressed at a constant ratio. The suppression of the target acceleration may be performed until the other vehicle C leaves or the suppression of the target acceleration is unnecessary. The suppression of the target acceleration is not necessary when the other vehicle C approaches the preceding vehicle B and decelerates or when a predetermined time has elapsed after interruption. When the other vehicle C approaches the preceding vehicle B and decelerates, the vehicle speed Vc> Vb is not satisfied, so that it can be regarded as the case where the vehicle does not leave. When the predetermined time has elapsed after the interruption, it is conceivable that the other vehicle C gradually decelerates and the vehicle speed Vc> Vb is not satisfied, or that no detection is made even when the other vehicle C leaves.

上記の所定時間は、以下のように設定される。他車両Ｃが先行車両Ｂに近づき減速することは、車間時間Ｔｂｃよりも短い時間内に生じると考えられる。よって、所定時間は車間時間Ｔｂｃの５０％〜９０％などである。図６ではこの時間を抑制時間としている。抑制時間が経過した場合は離脱しないと判定してよいので、他車両Ｃに対し通常の目標加速度で追従走行してよい。   The predetermined time is set as follows. The other vehicle C approaching the preceding vehicle B and decelerating is considered to occur within a time shorter than the inter-vehicle time Tbc. Therefore, the predetermined time is 50% to 90% of the inter-vehicle time Tbc. In FIG. 6, this time is set as the suppression time. Since it may be determined that the vehicle does not leave when the suppression time has elapsed, the vehicle C may follow the other vehicle C at a normal target acceleration.

このように、車間制御ＥＣＵ１３は他車両Ｃが離脱するか、目標加速度の抑制が不要になると目標加速度の抑制を終了する。目標加速度の抑制を終了することで、先行車両Ｂ又は他車両Ｃとの車間距離を速やかに目標車間距離に維持できるようになる。   Thus, the inter-vehicle control ECU 13 ends the suppression of the target acceleration when the other vehicle C leaves or the suppression of the target acceleration is not necessary. By terminating the suppression of the target acceleration, the inter-vehicle distance from the preceding vehicle B or the other vehicle C can be quickly maintained at the target inter-vehicle distance.

また、どの程度、抑制するかは実験的に最適な値とすることができる。図では制限係数が１．２〜３（目標加速度は０．３３〜０．８３程度に抑制される）となっているがあくまで一例である。また、制限係数は自車両の車速Ｖａに応じて可変としてもよい。例えば、自車両の車速が大きいほど制限係数を大きくすることで、割込み・離脱が生じた際に高速域だった場合の加減速を低減しやすい。   Further, the degree of suppression can be set to an optimal value experimentally. In the figure, the limiting coefficient is 1.2 to 3 (the target acceleration is suppressed to about 0.33 to 0.83), but this is merely an example. Further, the limiting coefficient may be variable according to the vehicle speed Va of the host vehicle. For example, by increasing the limiting coefficient as the vehicle speed of the host vehicle increases, it is easy to reduce acceleration / deceleration in the high speed range when an interruption or departure occurs.

また、目標加速度の抑制には、目標加速度をゼロに設定することを含めてよい（制限係数が無限大となることに相当する）。この場合、車間制御ＥＣＵ１３が目標加速度を制限している間、自車両Ａは定速走行する。目標加速度がゼロの間に、他車両Ｃが離脱すれば、車速Ｖｂ＝Ｖａのまま先行車両Ｂへの追従走行を開始できる。また、目標加速度がゼロの間に他車両Ｃが離脱しなくても、他車両Ｃが減速するので抑制時間が経過した時には、自車両Ａは車速Ｖｃ＝Ｖｂの他車両Ｃに追従走行する。よって、車速Ｖｃ＝Ｖａの状態から先行車両Ｂへの追従走行を開始できる。したがって、目標加速度をゼロに設定することで、目標加速度をゼロより大きい値に抑制するよりも減速量を低減できる。   Further, the suppression of the target acceleration may include setting the target acceleration to zero (corresponding to the limit coefficient being infinite). In this case, the own vehicle A travels at a constant speed while the inter-vehicle control ECU 13 limits the target acceleration. If the other vehicle C leaves while the target acceleration is zero, the follow-up traveling to the preceding vehicle B can be started with the vehicle speed Vb = Va. Even if the other vehicle C does not leave while the target acceleration is zero, the other vehicle C decelerates. Therefore, when the suppression time has elapsed, the own vehicle A follows the other vehicle C of the vehicle speed Vc = Vb. Therefore, the follow-up traveling to the preceding vehicle B can be started from the state where the vehicle speed Vc = Va. Therefore, by setting the target acceleration to zero, it is possible to reduce the deceleration amount rather than suppressing the target acceleration to a value larger than zero.

図６（ｂ）は時間と共に小さくなる場合の制限係数を示す図の一例である。予め定められた最大値又は車速に応じて決まった最大値から、時間と共に制限係数が小さくなっている。他車両Ｃが割り込んだ直後は抑制量が大きいため、離脱した場合には、他車両Ｃが離脱するまでの間の加速を極力低減できる。また、他車両Ｃが離脱しない場合は、抑制量が徐々に小さくなるので、他車両Ｃが先行車両Ｂに近づき減速した場合に目標加速度の抑制量が小さくなっているため、他車両Ｃとの車間距離を目標車間距離に速やかに制御できるようになる。   FIG. 6B is an example of a diagram showing a limiting coefficient when it decreases with time. The limiting coefficient decreases with time from a predetermined maximum value or a maximum value determined according to the vehicle speed. Immediately after the other vehicle C interrupts, the amount of restraint is large, and when it leaves, the acceleration until the other vehicle C leaves can be reduced as much as possible. In addition, when the other vehicle C does not leave, the amount of suppression is gradually reduced. Therefore, when the other vehicle C approaches the preceding vehicle B and decelerates, the amount of suppression of the target acceleration is small. It becomes possible to quickly control the inter-vehicle distance to the target inter-vehicle distance.

〔車両挙動の例〕
図７（ａ）〜図７（ｅ）は割り込みする他車両Ｃの挙動に対する、車間制御ＥＣＵ１３の制御例を説明する図の一例である。 [Examples of vehicle behavior]
FIG. 7A to FIG. 7E are examples illustrating a control example of the inter-vehicle control ECU 13 with respect to the behavior of the other vehicle C to be interrupted.

図７（ａ）は自車両Ａ、先行車両Ｂ、及び、他車両Ｃの初期位置を示す図である。この状態は、図４のステップＳ２０が想定する状態と近い。   FIG. 7A is a diagram illustrating initial positions of the host vehicle A, the preceding vehicle B, and the other vehicle C. This state is close to the state assumed in step S20 of FIG.

図７（ｂ）は他車両Ｃが割込みを開始する状況又は割り込みすると判定された状況を示す図である。すでに、他車両Ｃとの距離、相対速度、横位置などは取得され、車間時間Ｔｂｃが算出される。算出された車間時間Ｔｂｃは閾値未満か否かが判定される。   FIG. 7B is a diagram illustrating a situation where the other vehicle C starts an interruption or a situation where it is determined to interrupt. Already, the distance to the other vehicle C, the relative speed, the lateral position, etc. are acquired, and the inter-vehicle time Tbc is calculated. It is determined whether or not the calculated inter-vehicle time Tbc is less than a threshold value.

図７（ｃ）は他車両Ｃが割込んだ直後の状況を示す図である。Ｖｃ＞Ｖｂであれば、他車両Ｃは先行車両Ｂに接近する。自車両Ａは、車間時間Ｔｂｃが閾値未満であると判定して、目標加速度を抑制する。自車両Ａは他車両Ｃが割り込むか又は割り込むと予測した時点で、目標加速度を抑制したまま、車両Ｃを先行車両として車間距離制御を開始する。   FIG.7 (c) is a figure which shows the condition immediately after the other vehicle C interrupted. If Vc> Vb, the other vehicle C approaches the preceding vehicle B. The host vehicle A determines that the inter-vehicle time Tbc is less than the threshold, and suppresses the target acceleration. The own vehicle A starts the inter-vehicle distance control with the vehicle C as the preceding vehicle while suppressing the target acceleration at the time when the other vehicle C interrupts or is predicted to interrupt.

図７（ｄ）は図７（ｃ）の後、他車両Ｃが離脱しない状況を示す図である。Ｖｃ＞Ｖｂであるが離脱しないので、他車両Ｃは先行車両Ｂに接近しすぎ、他車両Ｃは減速する。減速により、Ｖｃは小さくなりＶｂに近くなる。   FIG. 7D is a diagram illustrating a situation where the other vehicle C does not leave after FIG. 7C. Since Vc> Vb, but does not leave, the other vehicle C approaches the preceding vehicle B too much, and the other vehicle C decelerates. As a result of deceleration, Vc decreases and approaches Vb.

自車両Ａは他車両Ｃの減速を検出して、他車両Ｃを先行車両とする車間距離制御において目標加速度の抑制を終了し、抑制されない（通常の）目標加速度の制御を行う。   The own vehicle A detects the deceleration of the other vehicle C, ends the suppression of the target acceleration in the inter-vehicle distance control using the other vehicle C as the preceding vehicle, and controls the target acceleration that is not suppressed (normal).

図７（ｅ）は図７（ｃ）の後、他車両Ｃが離脱した状況を示す図である。他車両Ｃが離脱したので、自車両Ａは車両Ｃを先行車両とする車間距離制御及び目標加速度の抑制を終了し、先行車両Ｂを対象に、抑制されない（通常の）目標加速度にて車間距離制御を行う。   FIG. 7 (e) is a diagram illustrating a situation in which the other vehicle C has left after FIG. 7 (c). Since the other vehicle C has left, the own vehicle A finishes the inter-vehicle distance control and the suppression of the target acceleration with the vehicle C as the preceding vehicle, and the inter-vehicle distance at the uncontrolled (normal) target acceleration for the preceding vehicle B. Take control.

したがって、図７（ｅ）の状況では、自車両Ａは他車両Ｃに接近していないので、先行車両Ｂを追従走行の対象に切り換えても、不要な減速を抑制できる。   Therefore, in the situation of FIG. 7 (e), the host vehicle A is not approaching the other vehicle C, so that unnecessary deceleration can be suppressed even if the preceding vehicle B is switched to the target of the follow-up travel.

図８は、割込みと離脱が生じうる別の車両状況について説明する図の一例である。
図８（ａ）は左側のレーンから他車両Ｃが割り込みして離脱する車両状況を示す図の一例である。これまで説明した例えば図７とは他車両Ｃの進入方向が左右逆になるのだけなので、車間制御ＥＣＵ１３は同様に目標加速度を抑制できる。 FIG. 8 is an example of a diagram for explaining another vehicle situation in which interruption and separation may occur.
FIG. 8A is an example of a diagram illustrating a vehicle situation in which another vehicle C interrupts and leaves from the left lane. For example, since the approach direction of the other vehicle C is reversed left and right as compared with FIG. 7 described so far, the inter-vehicle control ECU 13 can similarly suppress the target acceleration.

図８（ｂ）は片側三車線の道路において割込みと離脱が生じうる車両状況について説明する図の一例である。自車両Ａと先行車両Ｂは中央のレーンを走行している。他車両Ｃが割り込んだ場合、左のレーンと右のレーンのどちらにも離脱する可能性がある。このうち右のレーンに離脱する場合は図７等と同じと考えてよい。左のレーンに離脱する場合も、車間制御ＥＣＵ１３は同様に目標加速度を抑制すればよいが、この場合、他車両Ｃによっては連続して車線変更する場合があるため、一時的にせよ、他車両Ｃに追従走行する必要性は低い。このため、車両制御ＥＣＵは例えば、他車両Ｃを先行車両とした場合の目標加速度をゼロ（定速走行）に制限し定速走行した後、他車両Ｃが離脱しない場合に（抑制時間が経過した場合）、追従走行を開始する。これにより、先行車両Ｂが頻繁に切り替わることによる短時間の加速と減速の繰り替えを抑制できる。図８（ｃ）は図８（ｂ）と左右の関係が逆になった車両状況を示すため、図８（ｂ）と同様に制御すればよい。   FIG. 8B is an example of a diagram for explaining a vehicle situation in which interruption and departure may occur on a three-lane road on one side. The host vehicle A and the preceding vehicle B are traveling in the center lane. When the other vehicle C interrupts, there is a possibility of leaving either the left lane or the right lane. Of these, when leaving the right lane, it may be considered the same as FIG. When leaving the left lane, the inter-vehicle control ECU 13 may similarly suppress the target acceleration, but in this case, depending on the other vehicle C, the lane may be continuously changed. The need to follow C is low. For this reason, for example, the vehicle control ECU restricts the target acceleration when the other vehicle C is the preceding vehicle to zero (constant speed travel), and after traveling at a constant speed, the other vehicle C does not leave (the suppression time has elapsed). Follow-up). As a result, it is possible to suppress repeated short-time acceleration and deceleration due to frequent switching of the preceding vehicle B. FIG. 8C shows a vehicle situation in which the left-right relationship is reversed from FIG. 8B, and therefore, control may be performed in the same manner as in FIG. 8B.

なお、自車両Ａにとって、走行中の道路が片側三車線でありその中央のレーンを走行していることは、ナビ情報、白線の認識結果、路車間通信などから特定できる。   For host vehicle A, it can be determined from the navigation information, the recognition result of the white line, road-to-vehicle communication, and the like that the road being traveled is one lane on one side and traveling in the center lane.

図９（ａ）は、割込みと離脱が生じうる別の車両状況について説明する図の一例である。図９（ａ）では片側二車線の道路において、他車両Ｃが自車両Ａの前方に割り込んできたが、自車両Ａの右側のレーンを車両Ｂと同程度の車速の他車両Ｄが走行している。このような車両状況では、他車両Ｃが離脱する可能性は低いと考えられ、他車両Ｃは割込み後、短時間に先行車両Ｂに接近して減速すると考えられる。減速後の車速Ｖｃは先行車両Ｂの車速Ｖｂと同程度と考えられるので、自車両Ａは、他車両Ｃが割り込んだ直後から他車両Ｃの車速ＶｃをＶｂとみなして、追従走行することができる。   FIG. 9A is an example of a diagram for explaining another vehicle situation in which interruption and separation may occur. In FIG. 9A, the other vehicle C has entered the front of the own vehicle A on the one-lane two-lane road, but the other vehicle D travels in the right lane of the own vehicle A at the same speed as the vehicle B. ing. In such a vehicle situation, it is considered that the possibility that the other vehicle C will leave is low, and it is considered that the other vehicle C approaches the preceding vehicle B in a short time after the interruption and decelerates. Since the vehicle speed Vc after deceleration is considered to be approximately the same as the vehicle speed Vb of the preceding vehicle B, the host vehicle A can follow the vehicle speed Vc of the other vehicle C as Vb immediately after the other vehicle C interrupts. it can.

これにより、先行車両Ｂの車速Ｖｂは同じまま車間距離が短くなったことになるため、他車両Ｃの車速Ｖｃが先行車両Ｂの車速Ｖｂより大きくても、加速することなく、車間距離を空けながら（弱い減速により）他車両Ｃに対し追従走行できる。   As a result, the vehicle speed Vb of the preceding vehicle B remains the same and the inter-vehicle distance is shortened. Therefore, even if the vehicle speed Vc of the other vehicle C is greater than the vehicle speed Vb of the preceding vehicle B, the inter-vehicle distance is increased without acceleration. However, the vehicle can follow the other vehicle C (by weak deceleration).

なお、他車両Ｃが離脱しないことは（他車両Ｄが存在していること）は、先行車両Ｂを捕捉している間に他車両Ｄが検出されるので、他車両Ｄの車速を推定できる。   The fact that the other vehicle C does not leave (the presence of the other vehicle D) means that the other vehicle D is detected while the preceding vehicle B is being captured, so that the vehicle speed of the other vehicle D can be estimated. .

同様に、図９（ｂ）では片側三車線の道路において、他車両Ｃが自車両Ａの前方に割り込んできたが、自車両の左側のレーンを車両Ｂと同程度の車速の他車両Ｄが走行している。この場合も、他車両Ｃが離脱する可能性は低いと考えられ、図９（ａ）と同様に目標加速度を抑制することが有効となる。   Similarly, in FIG. 9B, on the three-lane road on one side, the other vehicle C has interrupted the front of the own vehicle A, but the other vehicle D has a vehicle speed similar to that of the vehicle B on the left lane of the own vehicle. Running. Also in this case, it is considered that the possibility that the other vehicle C will leave is low, and it is effective to suppress the target acceleration as in FIG.

以上説明したように、本実施形態の車間距離制御装置１００は、先行車両Ｂよりも車速が大きい他車両Ｃが自車両Ａの前方に割り込んできた場合、車間時間Ｔｂｃを算出し、他車両Ｃが離脱するか近い将来に減速するか否かを判定できるので、加速制御の変更や加速の必要性を判定できる。   As described above, the inter-vehicle distance control device 100 according to the present embodiment calculates the inter-vehicle time Tbc when the other vehicle C having a higher vehicle speed than the preceding vehicle B has interrupted the front of the host vehicle A, and the other vehicle C Since it can be determined whether or not the vehicle will leave or decelerate in the near future, it is possible to determine whether the acceleration control is changed or the acceleration is necessary.

１２ センサ部
１３ 車間制御ＥＣＵ
１４ エンジンＥＣＵ
１５ スキッド制御ＥＣＵ
１７ スロットルモータ
１９ 車輪速センサ
２０ ブレーキＡＣＴ
２１ レーダセンサ
２２ カメラセンサ
３１ 目標加速度演算部
３２ 速度判定部
３３ 車間時間算出部
３４ 加速度抑制判定部 12 sensor unit 13 inter-vehicle control ECU
14 Engine ECU
15 Skid control ECU
17 Throttle motor 19 Wheel speed sensor 20 Brake ACT
DESCRIPTION OF SYMBOLS 21 Radar sensor 22 Camera sensor 31 Target acceleration calculating part 32 Speed determination part 33 Inter-vehicle time calculation part 34 Acceleration suppression determination part

Claims (7)

自車両前方の先行車を検知して先行車と自車両との車間距離を制御する車間距離制御装置であって、
前記先行車との相対速度及び自車両との距離を検出する車速距離検出手段と、
前記先行車と自車両との間に別の先行車が割り込んだ場合、前記先行車と前記別の先行車との間の車間時間を算出する車間時間算出手段と、
前記車間時間と閾値を比較して、前記別の先行車との車間距離を目標車間距離に制御するための加減速制御の変更の必要性を判断する加減速制御手段と、
を有することを特徴とする車間距離制御装置。 An inter-vehicle distance control device that detects a preceding vehicle ahead of the host vehicle and controls a distance between the preceding vehicle and the host vehicle,
Vehicle speed distance detecting means for detecting a relative speed with the preceding vehicle and a distance with the own vehicle;
An inter-vehicle time calculating means for calculating an inter-vehicle time between the preceding vehicle and the other preceding vehicle, when another preceding vehicle interrupts between the preceding vehicle and the host vehicle;
Acceleration / deceleration control means for comparing the inter-vehicle time with a threshold value and determining the necessity of changing the acceleration / deceleration control for controlling the inter-vehicle distance with the other preceding vehicle to the target inter-vehicle distance;
An inter-vehicle distance control device comprising: 前記加減速制御手段は、前記車間時間が前記閾値未満の場合、前記別の先行車との車間距離を目標車間距離に制御するための加減速度を、前記先行車との相対速度及び距離から決定される加減速度よりも抑制する、
ことを特徴とする請求項１記載の車間距離制御装置。 The acceleration / deceleration control means determines the acceleration / deceleration for controlling the inter-vehicle distance to the other preceding vehicle to the target inter-vehicle distance from the relative speed and the distance to the preceding vehicle when the inter-vehicle time is less than the threshold value. Suppressed than the acceleration / deceleration
The inter-vehicle distance control device according to claim 1. 前記加減速制御手段は、前記車間時間が前記閾値未満の場合、前記別の先行車との車間距離を目標車間距離に制御するための加減速度を一定時間ゼロに抑制する、
ことを特徴とする請求項２記載の車間距離制御装置。 When the inter-vehicle time is less than the threshold, the acceleration / deceleration control means suppresses acceleration / deceleration for controlling the inter-vehicle distance with the other preceding vehicle to the target inter-vehicle distance to zero for a certain time.
The inter-vehicle distance control device according to claim 2. 自車両の車速と前記先行車の車速が同程度の場合にのみ、
前記車間時間が前記閾値未満の場合、前記加減速制御手段は、前記別の先行車との車間距離を目標車間距離に制御するための加減速度を、前記先行車との相対速度及び距離から決定される加減速度よりも抑制する、
ことを特徴とする請求項２又は３記載の車間距離制御装置。 Only when the vehicle speed of the host vehicle is similar to the vehicle speed of the preceding vehicle,
When the inter-vehicle time is less than the threshold, the acceleration / deceleration control means determines an acceleration / deceleration for controlling the inter-vehicle distance from the other preceding vehicle to the target inter-vehicle distance from the relative speed and the distance from the preceding vehicle. Suppressed than the acceleration / deceleration
The inter-vehicle distance control device according to claim 2 or 3, 前記加減速制御手段は、前記別の先行車が減速した場合、又は、離脱した場合、加減速度を抑制する制御を終了する、
ことを特徴とする請求項２〜４いずれか１項記載の車間距離制御装置。 The acceleration / deceleration control means ends control for suppressing acceleration / deceleration when the other preceding vehicle decelerates or leaves.
The inter-vehicle distance control device according to any one of claims 2 to 4. 前記加減速制御手段は、前記別の先行車が割り込んだ直後に最も大きく加減速度を抑制し、割り込んだ直後から時間と共に加減速度の抑制量を低減し、一定時間の経過後に加減速度を抑制する制御を終了する、
ことを特徴とする請求項２項記載の車間距離制御装置。 The acceleration / deceleration control means largely suppresses acceleration / deceleration immediately after the other preceding vehicle interrupts, reduces the acceleration / deceleration suppression amount with time immediately after the interruption, and suppresses acceleration / deceleration after a certain time has elapsed. End control,
The inter-vehicle distance control device according to claim 2. 前記別の先行車が割り込む前に走行していたレーンを前記先行車の並走走行車が走行している場合、
前記加減速制御手段は、前記別の先行車との相対速度が前記先行車との相対速度と等しいと見なして、前記別の先行車との車間距離を目標車間距離に制御する、
ことを特徴とする請求項２〜６いずれか１項記載の車間距離制御装置。 When the parallel traveling vehicle of the preceding vehicle is traveling in the lane that was traveling before the other preceding vehicle interrupted,
The acceleration / deceleration control means considers that the relative speed with the other preceding vehicle is equal to the relative speed with the preceding vehicle, and controls the inter-vehicle distance with the other preceding vehicle to a target inter-vehicle distance.
The inter-vehicle distance control device according to any one of claims 2 to 6.
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