JP2015212115A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress a mental burden on a driver in a state in which vehicle traveling control is performed.SOLUTION: A vehicle control device, which is mounted in a vehicle, performs travel control for changing acceleration of a driver's own vehicle depending on traveling states of other vehicles traveling ahead of the driver's own vehicle. The vehicle control device comprises a notification part for providing notification so that the driver of the driver's own vehicle can recognize a traveling state of the driver's own vehicle, which is changed according to the travel control and which includes at least the acceleration of the driver's own vehicle.

Description

  The present invention relates to a technique for controlling traveling of a vehicle.

  The distance between the vehicle and the preceding vehicle is detected using a radar, etc., and when the preceding vehicle does not exist, the vehicle travels at the set target speed, and when the preceding vehicle exists, the predetermined inter-vehicle distance is maintained below the target speed. Adaptive cruise control control that travels following the vehicle is known (see, for example, Patent Document 1).

JP 2012-121405 A

  By executing adaptive cruise control control, the burden of driving operation by the driver is reduced. On the other hand, in a state where adaptive cruise control is being executed, the driver is more likely to feel uneasy about the behavior of the vehicle than when performing the driving operation himself, and the mental burden increases.

  In one aspect of the present invention, it is desirable to suppress a driver's mental burden in a state where vehicle travel control is being performed.

  One aspect of the present invention is a vehicle control device that performs a traveling control that changes the acceleration of a host vehicle according to a traveling state of another vehicle that is mounted on the vehicle and travels ahead of the host vehicle. An informing unit is provided for informing the driver of the host vehicle of the changing driving state of the host vehicle including at least the acceleration of the host vehicle. According to such a configuration, the driver of the host vehicle can recognize the traveling state including the acceleration in the state where the traveling control is being performed. Therefore, according to this vehicle control device, it is possible to increase the driver's sense of security compared to a configuration in which the driver cannot recognize the driving state in a state where the driving control is being performed, The burden can be suppressed.

  The said structure WHEREIN: You may make it the said alerting | reporting part perform the tactile alerting | reporting which is a notification which a driver | operator can feel by a tactile sense. According to such a configuration, the driving state can be intuitively recognized by the driver.

  In the above configuration, the parallel running determination unit that determines whether or not there is another vehicle that runs in parallel with the host vehicle in a lane adjacent to the lane in which the host vehicle is traveling, and the parallel running determination unit that is in parallel with the host vehicle. An inter-vehicle distance changing unit that changes the inter-vehicle distance with the other vehicle traveling in front of the host vehicle may be further provided on the condition that it is determined that there is another vehicle that runs. According to such a configuration, it is possible to suppress a situation in which the host vehicle and the other vehicle run side by side in lanes adjacent to each other, and safety such as lane change can be improved.

It is a block diagram which shows the structure of a vehicle-mounted system. It is a figure which shows arrangement | positioning of a radar. It is a figure which shows the front inter-vehicle distance and the back inter-vehicle distance. It is a figure which shows the example of a display of a head up display. FIG. 5A is a diagram showing the driver's seat when the actuator is deflated, and FIG. 5B is a diagram showing the driver's seat when the actuator is inflated. It is a flowchart of a cruise process. It is a flowchart of an inter-vehicle reference value setting process. It is a flowchart (1/2) of a target distance adjustment process. It is a flowchart (2/2) of a target distance adjustment process. FIG. 10A is a view showing a parallel running vehicle in an adjacent lane, and FIG. 10B is a view showing a parallel running vehicle in an adjacent lane. It is a flowchart of an acceleration upper limit setting process. FIG. 12A is a front view of a modified steering apparatus in a state where the complement is not accommodated, and FIG. 12B is a front view of the modified steering apparatus in a state where the complement is accommodated. . FIG. 13A is a front view of a modified steering apparatus in a state where the shaft body is not accommodated, and FIG. 13B is a front view of the modified steering apparatus in a state where the shaft body is accommodated. . It is a block diagram which shows the structure of a gate control apparatus. It is a flowchart of a gate opening / closing process.

Embodiments to which the present invention is applied will be described below with reference to the drawings.
[1. Constitution]
An in-vehicle system 1 shown in FIG. 1 is a system constructed by a plurality of electronic devices mounted on a vehicle (automobile).

  The in-vehicle system 1 includes a vehicle speed sensor 11, an acceleration sensor 12, a brake sensor 13, a steering angle sensor 14, a camera unit 15, a radar unit 16, a positioning unit 17, a cruise start switch 18, and a cruise release switch. 19. The in-vehicle system 1 includes a storage unit 21, a user interface unit 22, a sound output unit 23, and a communication device 24. Further, the in-vehicle system 1 includes an engine ECU 31, a brake ECU 32, a steering ECU 33, a winker ECU 34, a seat belt ECU 35, a seat ECU 36, and a control unit 41.

  The vehicle speed sensor 11 is a sensor that detects the speed of a vehicle (hereinafter referred to as “own vehicle”) on which the in-vehicle system 1 is mounted, and outputs a detection result to the control unit 41. Specifically, the vehicle speed sensor 11 detects the rotational speed of the axle based on the number of pulses per unit time output from a pulse generator attached to the axle, and based on the detected rotational speed, Calculate the speed.

  The acceleration sensor 12 is a sensor that detects acceleration generated in the front-rear direction of the host vehicle, and outputs a detection result to the control unit 41. The acceleration includes not only positive acceleration but also negative acceleration (deceleration).

The brake sensor 13 is a sensor that detects a brake operation state (a brake pedal depression amount) by the driver, and outputs a detection result to the control unit 41.
The steering angle sensor 14 is a sensor that detects an operation state (steering amount) of the steering wheel by the driver, and outputs a detection result to the control unit 41.

  The camera unit 15 is a unit that captures a situation around the host vehicle using a camera mounted on the host vehicle, and outputs a captured image to the control unit 41. In this embodiment, a front camera that images the front of the host vehicle, a rear camera that images the rear of the host vehicle, a left camera that images the left side of the host vehicle, and a right side that captures the right side of the host vehicle. A camera is mounted on the vehicle. The camera unit 15 outputs each image captured by the front camera, the rear camera, the left side camera, and the right side camera to the control unit 41.

  The radar unit 16 is a unit that detects a target based on the reflected wave of the irradiated radar wave, and outputs the detection result to the control unit 41. In the present embodiment, as shown in FIG. 2, the radar unit 16 is present in the forward radar 161 that detects a target existing in a predetermined angle range in front of the host vehicle Vo, and in a predetermined angle range in the rear of the host vehicle Vo. A rear radar 162 for detecting a target to be detected, a left-side radar 163 for detecting a target existing in a predetermined angle range on the left side of the host vehicle Vo, and a target existing in a predetermined angle range on the right side of the host vehicle Vo. And a right side radar 164 for detecting. Each of the front radar 161, the rear radar 162, the left side radar 163, and the right side radar 164 detects the direction in which the target exists and the distance to the target. In particular, as shown in FIG. 3, the front radar 161 is provided between the preceding vehicle Vf and the host vehicle Vo when there is a preceding vehicle (another vehicle that travels in front of the host vehicle) Vf as a target. A front inter-vehicle distance Lf that is the inter-vehicle distance is detected. Similarly, when there is a rear vehicle (another vehicle that travels behind the host vehicle) Vb as a target, the rear radar 162 is a rear inter-vehicle distance that is an inter-vehicle distance between the host vehicle Vo and the rear vehicle Vb. The distance Lb is detected. Note that millimeter waves, laser light, ultrasonic waves, and the like are used as radar waves.

  The positioning unit 17 includes a GPS receiver, a gyroscope, and a distance sensor (not shown). The GPS receiver receives a transmission signal from a GPS (Global Positioning System) artificial satellite and detects the position coordinates and altitude of the host vehicle. The gyroscope outputs a detection signal corresponding to the angular velocity of the rotational motion applied to the host vehicle. The distance sensor outputs the travel distance of the host vehicle. The positioning unit 17 detects the position (latitude and longitude) and direction of the host vehicle based on the output signals of these sensors.

  The cruise start switch 18 is a switch for starting adaptive cruise control control (hereinafter referred to as “ACC control”) at the driver's will. The ACC control is a well-known control that travels at a set target speed when there is no preceding vehicle, and travels while keeping the target inter-vehicle distance below the target speed when there is a preceding vehicle. In other words, the ACC control is a traveling control that changes the acceleration of the host vehicle in accordance with the traveling state of the preceding vehicle (specifically, the front inter-vehicle distance Lf).

  The cruise cancel switch 19 is a switch for canceling the execution of the ACC control at the driver's intention (to end the ACC control being executed). In the present embodiment, the cruise start switch 18 and the cruise release switch 19 are provided as dedicated physical switches, but the present invention is not limited to this, and any configuration is possible as long as the driver can switch.

The storage unit 21 is a device for storing various data. The storage unit 21 stores map data used for the navigation function.
The user interface unit 22 is a unit having a function of displaying an image on a display screen (a display screen that can be visually recognized by the occupant) and a function of receiving an operation from the occupant. In the present embodiment, as shown in FIG. 4, the user interface unit 22 includes a head-up display 221 that superimposes an image on a scene viewed through the windshield. In the example illustrated in FIG. 4, the head-up display 221 includes a tire display icon 221 </ b> A representing the tire direction (steering angle) of the host vehicle, an accelerometer 221 </ b> B, and a frame 221 </ b> C representing a preceding vehicle recognized by ACC control. And are displayed. The accelerometer 221B has six lamp icons. When the acceleration is positive, the upper three lamp icons are lit (color changes), and when the acceleration is negative (deceleration state), the lower half. The three lamp icons illuminate (the color changes). FIG. 4 shows a display example in the deceleration state. The number of lamp icons that are lit increases as the acceleration increases.

The sound output unit 23 is a unit for outputting sound from a speaker into the room of the host vehicle.
The communication device 24 periodically wirelessly transmits information about the own vehicle (hereinafter referred to as “own vehicle information”) to an unspecified number of other vehicles existing in the vicinity of the own vehicle (in a communication area where radio waves reach). It is a device for. The own vehicle information includes identification information about the own vehicle (information displayed on the number plate, etc.), traveling data (position, speed, direction, etc.). In the present embodiment, it is assumed that an in-vehicle system 1 similar to the own vehicle is also mounted on another vehicle, and the communication device 24 periodically transmits wirelessly by another vehicle existing around the own vehicle. The information about the other vehicle to be received (the same information as the own vehicle information, hereinafter referred to as “other vehicle information”) is received.

The engine ECU 31 is an electronic control device that controls engine start / stop, fuel injection amount, ignition timing, and the like.
The brake ECU 32 is an electronic control device that controls braking of the host vehicle.

The steering ECU 33 is an electronic control device that performs steering control.
The turn signal ECU 34 is an electronic control device that detects a driver's operation on a turn indicator (turn signal) of the host vehicle and controls the turn signal.

  The seat belt ECU 35 is an electronic control device that controls the seat belt of the host vehicle. In the present embodiment, the seat belt ECU 35 controls a take-up device (pretensioner) that applies tension to the seat belt 351 (see FIG. 5A) of the driver's seat 361 of the host vehicle to change the tension of the seat belt. .

  The seat ECU 36 is an electronic control device that controls an actuator 361A (see FIG. 5A) provided on the seat belt 351 of the driver's seat 361 of the host vehicle. The actuator 361A is built in the backrest portion of the driver's seat 361, swells when fluid (for example, air) is injected, and squeezes when the fluid is sucked to change the shape of the backrest portion. Note that the actuator 361A may be provided in the seat instead of the backrest, for example, and may be provided in both the backrest and the seat, for example.

  The control unit 41 is a unit that performs overall control of the in-vehicle system 1. The control unit 41 includes a CPU 411, a ROM 412, a RAM 413, and the like. In the control unit 41, processing according to a program recorded in a recording medium such as the ROM 412 is executed by a CPU 411 as a processing subject (computer). Moreover, the control unit 41 implement | achieves the function as a navigation apparatus, etc.

[2. processing]
Next, various processes executed by the control unit 41 (specifically, the CPU 411) according to a program will be described. In addition, each process (FIGS. 6-9, FIG. 11) demonstrated below is performed independently, respectively.

[2-1. Cruise processing]
First, cruise processing executed by the control unit 41 will be described with reference to the flowchart of FIG. 6 is started when the cruise start switch 18 is pressed.

First, the control unit 41 wirelessly transmits own vehicle information to other vehicles (for example, a preceding vehicle and a rear vehicle) existing around the own vehicle via the communication device 24 (S101).
Subsequently, the control unit 41 wirelessly receives other vehicle information from other vehicles (for example, a preceding vehicle or a rear vehicle) existing around the host vehicle via the communication device 24 (S102).

  Subsequently, the control unit 41 receives the other vehicle information received in S102, the captured image by the camera unit 15 (specifically, the front camera), the detection result by the radar unit 16 (specifically, the forward radar 161), Based on this, the traveling state of the preceding vehicle is recognized (S103). Specifically, the control unit 41 identifies the preceding vehicle from information displayed on the number plate of the preceding vehicle, for example. Then, it recognizes that a sudden braking operation has been performed on the preceding vehicle from the change in the front inter-vehicle distance Lf, and recognizes that the preceding vehicle is meandering from the change in the lateral position.

  Subsequently, the control unit 41 determines whether or not careful driving of the preceding vehicle is detected (S104). In the present embodiment, when at least one of a sudden braking operation and meandering is detected in S103, it is determined that a careful driving is detected. Note that such determination is not limited to being performed using all of the other vehicle information, the captured image by the camera unit 15, and the detection result by the radar unit 16, for example, one of these pieces of information. It may be performed using a section.

  If the control unit 41 determines in S104 that the caution driving of the preceding vehicle has been detected (S104: YES), the control unit 41 registers the preceding vehicle in the caution vehicle list (S105). In the caution vehicle list, for example, registration date and time, identification information of the preceding vehicle, type of caution driving, and the like are registered. Thereafter, the control unit 41 shifts the process to S106.

  On the other hand, if the control unit 41 determines in S104 that the caution driving of the preceding vehicle is not detected (S104: NO), it skips S105 and shifts the process to S106.

  In S106, the control unit 41 controls the acceleration of the host vehicle. Specifically, when the target inter-vehicle distance and the target speed with the preceding vehicle are set and there is no preceding vehicle within the range of the target inter-vehicle distance, the control unit 41 maintains the target speed. To control the acceleration. On the other hand, when a preceding vehicle exists within the range of the target inter-vehicle distance, the control unit 41 controls the acceleration so that the target inter-vehicle distance is maintained at a target speed or less. That is, ACC control is executed. The target inter-vehicle distance can be changed by an inter-vehicle reference value setting process (FIG. 7) or a target distance adjusting process (FIGS. 8 to 9) described later.

  Subsequently, as shown in FIG. 4, the control unit 41 has a tire display icon 221 </ b> A that represents the tire direction (steering angle) of the host vehicle, an accelerometer 221 </ b> B, and a frame that represents a preceding vehicle recognized by ACC control. Visual notification processing for displaying 221C on the head-up display 221 is performed (S107).

  Subsequently, as shown in FIGS. 5A and 5B, the control unit 41 performs a tactile notification process for changing the tension of the seat belt 351 according to the acceleration of the host vehicle and operating the actuator 361A. (S108). Specifically, the control unit 41 increases the tension of the seat belt 351 as the acceleration increases. Further, as the acceleration increases, the control unit 41 inflates the actuator 361A and changes the shape of the backrest portion of the driver's seat 361 as shown in FIG.

  Subsequently, the control unit 41 determines whether or not a winker operation has been performed by the driver based on information from the winker ECU 34 (S109). When it is determined that the winker operation is performed in S109 (S109: YES), the control unit 41 determines whether or not the lane change in the direction instructed by the winker operation is possible (S110). . Specifically, when an operation of blinking the left turn signal is performed, the control unit 41 confirms the situation on the left side of the host vehicle using, for example, the left side camera and the left side radar 163 and When there is no other vehicle within the predetermined range, it is determined that the lane can be changed to the left lane. Similarly, when an operation of blinking the right turn signal is performed, the control unit 41 confirms the situation on the right side of the host vehicle using, for example, the right side camera and the right side radar 164, and a predetermined range in the vicinity of the host vehicle. If there is no other vehicle, it is determined that the lane can be changed to the right lane.

  If it is determined in S110 that the lane change is not possible (S110: NO), the control unit 41 performs a warning process via the user interface unit 22 and the sound output unit 23 (S111). For example, the control unit 41 displays a warning icon on the head-up display 221 and outputs a warning sound from the sound output unit 23. Thereafter, the control unit 41 shifts the process to S112.

On the other hand, if it is determined in S110 that the lane change is possible (S110: YES), the control unit 41 skips S111 and shifts the process to S112.
If it is determined in S109 that the winker operation is not performed (S109: NO), the control unit 41 skips S110 to S111 and shifts the process to S112.

  In S112, the control unit 41 determines whether or not an end condition for ending the ACC control is satisfied. In the present embodiment, it is determined that the end condition is satisfied when it is detected that either the cruise release switch 19 is pressed or the brake pedal is depressed. Even when the ACC control is being performed, it is determined that the end condition is satisfied even when a dangerous situation is detected such that the front inter-vehicle distance Lf and the rear inter-vehicle distance Lb become extremely short. May be.

  If the control unit 41 determines in S112 that the end condition is not satisfied (S112: NO), it returns the process to S101. That is, ACC control is continued. On the other hand, if the control unit 41 determines in S112 that the end condition is satisfied (S112: YES), it ends the cruise process of FIG.

[2-2. Inter-vehicle reference value setting process]
Next, the inter-vehicle reference value setting process executed by the control unit 41 will be described with reference to the flowchart of FIG. Note that the inter-vehicle reference value setting process in FIG. 7 is executed periodically (for example, every 100 ms) while the cruise process described above is being executed.

  First, the control unit 41 identifies a preceding vehicle (S201). Specifically, the control unit 41 specifies information displayed on the license plate of the preceding vehicle based on, for example, an image captured by the camera unit 15 (specifically, the front camera).

  Subsequently, the control unit 41 determines whether or not the preceding vehicle recognized in S201 is registered in the caution vehicle list (S202). If the control unit 41 determines in S202 that the preceding vehicle is not registered in the caution vehicle list (S202: NO), the control unit 41 sets a predetermined inter-vehicle reference value that is a reference for setting the target inter-vehicle distance. A value of 1 is set (S203). Thereafter, the control unit 41 ends the inter-vehicle reference value setting process of FIG.

  On the other hand, if the control unit 41 determines in S202 that the preceding vehicle is registered in the caution vehicle list (S202: YES), the inter-vehicle reference value is a predetermined value that is a first value. Is set to a larger second value (S204). Thereafter, the control unit 41 ends the inter-vehicle reference value setting process of FIG.

[2-3. Target distance adjustment process]
Next, the target distance adjustment process executed by the control unit 41 will be described with reference to the flowcharts of FIGS. The target distance adjustment process in FIGS. 8 and 9 is executed periodically (for example, every 100 ms) while the above-described cruise process is being executed.

  First, the control unit 41 receives other vehicle information received in S102 of the cruise processing (FIG. 6) described above, an image captured by the camera unit 15 (specifically, a left side camera and a right side camera), and a radar unit 16 ( Specifically, based on the detection results of the left side radar 163 and the right side radar 164), the traveling state of the vehicle existing around (mainly the side) of the host vehicle is recognized (S301).

  Subsequently, the control unit 41 determines whether or not the rear inter-vehicle distance Lb is less than a determination threshold value THb for determining whether or not the rear vehicle is too close to the host vehicle (S302). The determination threshold value THb may be a fixed value or a value corresponding to the speed of the host vehicle.

  If the control unit 41 determines in S302 that the rear inter-vehicle distance Lb is not less than the determination threshold value THb (S302: NO), for example, as shown in FIG. 10A, the control unit 41 enters the lane adjacent to the host vehicle Vo. It is determined whether or not the parallel running vehicle Vr1 exists (S303). Whether or not the parallel vehicle Vr1 exists is determined by, for example, an image captured by the camera unit 15 (specifically, the left side camera and the right side camera) and the radar unit 16 (specifically, the left side radar 163 and the right side). And the detection result by the direction radar 164).

  If the control unit 41 determines in S303 that the parallel running vehicle Vr1 does not exist (S303: NO), for example, as shown in FIG. It is determined whether or not the parallel running vehicle Vr2 exists in the lane) (S304). Whether or not the parallel running vehicle Vr1 exists is determined in the same manner as in S303, for example, an image captured by the camera unit 15 (specifically, the left side camera and the right side camera) and the radar unit 16 (specifically, the left side). And the detection results by the radar 163 and the right-side radar 164).

  When it is determined in S304 that the parallel running vehicle Vr2 does not exist (S304: NO), the control unit 41 determines whether there is a vehicle that is predicted to enter the front of the host vehicle (S305). ). Whether or not there is a vehicle predicted to enter the front of the host vehicle is determined by, for example, an image captured by the camera unit 15 (specifically, the front camera) and the radar unit 16 (specifically, the front radar). 161). For example, the direction of turn signals and tires of other vehicles that are traveling obliquely forward with respect to the host vehicle can be recognized by analysis of the captured image. It is expected to enter the front.

  When it is determined in S305 that there is no vehicle predicted to enter the front of the host vehicle (S305: NO), the control unit 41 sets the target inter-vehicle distance to the inter-vehicle reference value (S306). That is, the inter-vehicle reference value set in the inter-vehicle reference value setting process (FIG. 7) is set as the target inter-vehicle distance as it is. Thereafter, the control unit 41 ends the target distance adjustment process of FIGS. 8 and 9.

  On the other hand, the control unit 41 determines in S303 that the parallel running vehicle Vr1 exists (S303: YES), determines in S304 that the parallel running vehicle Vr2 exists (S304: YES), or determines in S305 that the host vehicle When it is determined that there is a vehicle that is predicted to enter forward (S305: YES), the target inter-vehicle distance is set to a value obtained by adding the predetermined value L1 to the inter-vehicle reference value (S307). The predetermined value L1 here is set to, for example, a length (for example, 5 m) substantially the same as the vehicle length of a general vehicle. Thereafter, the control unit 41 ends the target distance adjustment process of FIGS. 8 and 9.

  On the other hand, if the control unit 41 determines that the rear inter-vehicle distance Lb is less than the determination threshold value THb in S302 described above (S302: YES), the control unit 41 moves to the lane adjacent to the host vehicle as in S303 described above. It is determined whether or not the parallel running vehicle Vr1 exists (S308).

  If the control unit 41 determines in S308 that the parallel running vehicle Vr1 does not exist (S308: NO), the control unit 41 arranges the vehicle in the next lane (the next lane across the next lane) as in S304 described above. It is determined whether or not the traveling vehicle Vr2 exists (S309).

  When it is determined in S309 that the parallel running vehicle Vr2 does not exist (S309: NO), the control unit 41 determines whether there is a vehicle that is predicted to enter the rear of the host vehicle (S310). ). Whether or not there is a vehicle that is expected to enter the rear of the host vehicle is determined by, for example, an image captured by the camera unit 15 (specifically, the rear camera) and a radar unit 16 (specifically, the rear radar). 162). For example, by analyzing captured images, it is possible to recognize the direction of turn signals and tires of another vehicle that is traveling obliquely backward with respect to the own vehicle. Based on the recognition result, the other vehicle It is expected to invade backward.

  If the control unit 41 determines in S310 that there is no vehicle predicted to enter the rear of the host vehicle (S310: NO), the control unit 41 enters the front of the host vehicle in the same manner as S305 described above. It is determined whether or not there is a vehicle that is predicted (S311).

  When the control unit 41 determines in S311 that there is no vehicle predicted to enter the front of the host vehicle (S311: NO), the target inter-vehicle distance is subtracted from the inter-vehicle reference value by the predetermined value L2. A value is set (S312). The predetermined value L2 here is set to a length (for example, 2.5 m) shorter than the vehicle length of a general vehicle, for example. Thereafter, the control unit 41 ends the target distance adjustment process of FIGS. 8 and 9.

  On the other hand, if it is determined in S311 that there is a vehicle that is predicted to enter the front of the host vehicle (S311: YES), the control unit 41 sets the target inter-vehicle distance to the inter-vehicle reference value (S306). Thereafter, the control unit 41 ends the target distance adjustment process of FIGS. 8 and 9.

  On the other hand, the control unit 41 determines in S308 that the parallel running vehicle Vr1 exists (S308: YES), determines in S309 that the parallel running vehicle Vr2 exists (S309: YES), or in S310 If it is determined that there is a vehicle that is predicted to enter the rear (S310: YES), whether or not there is a vehicle that is predicted to enter the front of the host vehicle, as in S305 described above. Is determined (S313).

  When the control unit 41 determines in S313 that there is no vehicle predicted to enter the front of the host vehicle (S313: NO), the control unit 41 sets the target inter-vehicle distance from the inter-vehicle reference value to a predetermined value L3 (L3>). A value obtained by subtracting L2) is set (S314). The predetermined value L3 here is set to, for example, substantially the same length (for example, 5 m) as the vehicle length of a general vehicle. Thereafter, the control unit 41 ends the target distance adjustment process of FIGS. 8 and 9.

  On the other hand, if the control unit 41 determines in S313 that there is a vehicle that is predicted to enter the front of the host vehicle (S313: YES), it sets the target inter-vehicle distance to the inter-vehicle reference value (S306). Thereafter, the control unit 41 ends the target distance adjustment process of FIGS. 8 and 9.

[2-4. Acceleration upper limit setting process]
Next, the acceleration upper limit setting process executed by the control unit 41 will be described with reference to the flowchart of FIG. It should be noted that the acceleration upper limit setting process in FIG. 11 is executed periodically (for example, every 100 ms) while the cruise process described above is being executed.

  First, the control unit 41 recognizes the surrounding situation (S401). In the present embodiment, the control unit 41 is, for example, map data stored in the storage unit 21, a captured image by the camera unit 15 (specifically, a front camera), a steering state detected by the steering angle sensor 14, and the like. From the above, the road condition (curve presence / absence, etc.) is recognized.

  Subsequently, the control unit 41 determines whether or not it is a situation in which a sudden change in the acceleration of the vehicle is to be suppressed (S402). In the present embodiment, when the running road is a curved road and when it is a downhill of a predetermined angle or more, it is a situation where a sudden change in the acceleration of the vehicle should be suppressed. judge.

  If the control unit 41 determines in S402 that the sudden change in acceleration is not to be suppressed (S402: NO), the control unit 41 sets the upper limit of the acceleration of the host vehicle during the ACC control to the first value ( S403). Thereafter, the control unit 41 ends the acceleration upper limit setting process of FIG.

  On the other hand, if the control unit 41 determines in S402 that the sudden change in acceleration is to be suppressed (S402: YES), the upper limit value of the acceleration of the host vehicle during the ACC control is set from the first value. Is set to a small second value (S404). Thereafter, the control unit 41 ends the acceleration upper limit setting process of FIG.

[3. effect]
According to the embodiment described above in detail, the following effects can be obtained.
[3A] The control unit 41 is mounted on the vehicle, and travel control (this embodiment) changes the acceleration of the own vehicle in accordance with the travel state of another vehicle (a preceding vehicle in the present embodiment) traveling ahead of the own vehicle. Then, ACC control) is performed (S106). Then, the control unit 41 notifies the driver of the host vehicle of the host vehicle's driving state that changes according to the driving control and includes at least the acceleration of the host vehicle (S107 to S108). Therefore, according to the control unit 41, compared with the configuration in which the driver cannot recognize the driving state in the state in which the driving control is performed, the driver's sense of security can be enhanced, and the mental burden is increased. Can be suppressed.

  [3B] The control unit 41 performs tactile notification, which is notification that can be felt by the driver (S108). Therefore, according to the control unit 41, the driving state can be intuitively recognized by the driver.

  [3C] The control unit 41 performs tactile notification by changing the tension of the seat belt 351 of the driver's seat 361 (S108, FIG. 5A). Therefore, according to the control unit 41, it is possible to make it difficult for the driver to feel uncomfortable compared to a configuration in which the driver is provided with a dedicated device for tactile notification.

  [3D] The control unit 41 performs tactile notification by changing the shape of at least one of the seat portion and the backrest portion in the driver's seat 361 (in this embodiment, the backrest portion) (S108, FIG. 5B). Therefore, according to the control unit 41, it is possible to make it difficult for the driver to feel uncomfortable compared to a configuration in which the driver is provided with a dedicated device for tactile notification.

  [3E] The control unit 41 performs visual notification, which is notification that the driver can feel visually (S107). Therefore, according to the control unit 41, for example, a plurality of types of information can be shown in a manner that is easy for the driver to recognize.

  [3F] The control unit 41 performs tactile notification by displaying on the head-up display 221 (S107, FIG. 4). Therefore, according to the control unit 41, it is possible to visually recognize information while allowing the driver to visually recognize the situation ahead.

  [3G] The control unit 41 notifies the direction of the tire of the host vehicle so that the driver of the host vehicle can recognize (S107, FIG. 4). Therefore, according to the control unit 41, the driver can be made aware of the steering status of the host vehicle. In particular, in a configuration in which the steering angle is automatically controlled, the driver's sense of security can be enhanced and the mental burden can be suppressed.

  [3H] The control unit 41 determines whether there is another vehicle running in parallel with the host vehicle in the lane adjacent to the lane in which the host vehicle is traveling (S303, S308). On the condition that it is determined, the front inter-vehicle distance Lf is changed (S307, S314). Therefore, according to the control unit 41, it is possible to suppress the situation where the host vehicle and the other vehicle run side by side in lanes adjacent to each other, and safety such as lane change can be improved.

  [3I] The control unit 41 determines whether there is another vehicle running in parallel with the host vehicle in a lane further adjacent to the lane adjacent to the lane in which the host vehicle is traveling (S304, S309). On the condition that it is determined that there is a traveling vehicle, the front inter-vehicle distance Lf is changed (S307, S314). Therefore, according to the control unit 41, the situation where the host vehicle and the other vehicle run side by side across a common lane can be suppressed, and safety can be improved when changing lanes to the common lane. be able to.

  [3J] The control unit 41 changes the front inter-vehicle distance Lf according to the rear inter-vehicle distance Lb (S302). Therefore, according to the control unit 41, it is possible to make it difficult for a rear vehicle to collide with the host vehicle.

  [3K] When there is no other vehicle at a predetermined distance behind the host vehicle (S302: NO), the control unit 41 increases the front inter-vehicle distance Lf on the condition that it is determined that a parallel running vehicle exists. (S307). Therefore, according to the control unit 41, it is possible to suppress a situation in which the host vehicle collides with the preceding vehicle and a rear vehicle collides with the host vehicle while preventing the rear vehicle from colliding with the other vehicle.

  [3L] The control unit 41 performs traveling control based on the front inter-vehicle distance Lf and the rear inter-vehicle distance Lb (S106, S302, S306, S307, S312 and S314). Therefore, according to the control unit 41, it is possible to make it difficult for the own vehicle to collide with the preceding vehicle and for the rear vehicle to collide with the own vehicle.

  [3M] The control unit 41 changes the upper limit value of the acceleration to be changed by the travel control according to the surrounding situation of the host vehicle (S401 to S404). Therefore, according to the control unit 41, it is possible to suppress acceleration that causes the driver to feel uneasy, and to suppress the driver's mental burden.

  In the present embodiment, the control unit 41 corresponds to an example of a vehicle control device, the processing of S107 to S108 corresponds to an example of processing as a notification unit, and S303 and S308 are exemplary processing as a parallel running determination unit. S307 and S314 correspond to an example of processing as the inter-vehicle distance changing unit.

[4. Other Embodiments]
As mentioned above, although embodiment of this invention was described, it cannot be overemphasized that this invention can take a various form, without being limited to the said embodiment.

[4A] The steering amount of the host vehicle may also be automatically controlled. In this case, the steering wheel may be accommodated during automatic control.
For example, a steering device 51 shown in FIGS. 12A and 13A is a device in which a steering operation is performed by a driver, and includes a main body portion 511 that forms an outer shape of a steering wheel (circular gripping portion), and Two complementing parts 512L and 512R and a shaft body 513 that rotatably supports the steering wheel are provided.

  The main body portion 511 is a portion that forms a central portion and an upper portion of the steering wheel, and is formed in a semicircular shape. Inside the main body 511, an accommodation space capable of accommodating the two complementary portions 512L and 512R is formed.

  The complementary portions 512L and 512R are portions that form the lower portion of the steering wheel, and are each formed in an arc shape. The complementary portions 512L and 512R are accommodated in the accommodation space in comparison with the first position as shown in FIG. 12A and the first position as shown in FIG. 12B. The portion to be moved is configured to be movable between the second position and the second position. Specifically, the complementary portions 512L and 512R are drawn into the accommodation space formed inside the main body 511 by a first driving unit (not shown) provided in the main body 511 (FIG. 12B). Further, the complementing units 512L and 512R are restored from the state shown in FIG. 12B to the state shown in FIG. 12A by the first driving unit.

  For example, the first drive unit may be configured to draw in the complementary units 512L and 512R by making the accommodation space have a negative pressure. In this case, if the thickness of the complementary portions 512L and 512R is configured to be reduced by the negative pressure, the normal state (FIG. 12A) is compared with the configuration in which the thickness of the complementary portions 512L and 512R does not change. )), The difference in thickness between the upper part and the lower part in the gripping part can be reduced. Further, for example, the first drive unit may be configured to draw in the complementary units 512L and 512R by the rotational force of the motor.

  The shaft body 513 is a portion that functions as a rotating shaft for steering operation while the steering wheel (the main body portion 511 and the complementary portions 512L and 512R) is disposed at a position where the driver can hold it, and is formed in a rod shape. ing. Further, as shown in FIG. 13B, the shaft body 513 is configured to be accommodated in the axial direction on the main body side of the host vehicle (a portion provided with an instrument panel or the like). That is, the shaft body 513 supports the steering wheel so as to be movable in the axial direction. In the present embodiment, after the complementary parts 512L and 512R are accommodated in the main body part 511 by the first driving part, the shaft body 513 is moved to the main body side by a second driving part (not shown) provided on the main body side of the host vehicle. Is housed. Further, the shaft body 513 is returned from the state shown in FIG. 13B to the state shown in FIG. 13A by the second driving unit.

According to such a steering device 51, a wide space in front of the driver can be secured in a state where the steering amount of the host vehicle is automatically controlled.
[4B] In a configuration in which the steering amount of the host vehicle is automatically controlled, the lane may be changed according to a request from another vehicle. For example, at a merging point for entering a highway, a vehicle traveling in a lane on the merging side is requested by wireless communication to change lanes to another lane, and the requested vehicle automatically changes lanes. By doing so, it is possible to smoothly enter the highway.

  [4C] In the above-described embodiment, the configuration in which the front inter-vehicle distance Lf is adjusted in order to suppress the situation of running in parallel with another vehicle is illustrated, but the present invention is not limited to this. For example, the gate opening / closing timing may be controlled in a place where a plurality of vehicles merge from a plurality of gates, such as an ETC (registered trademark) gate.

  A gate control device 6 shown in FIG. 14 is a device for controlling an ETC gate provided in a toll gate on an expressway. The gate control device 6 includes a first detector 61, a second detector 62, a third detector 63, a first gate 64, a second gate 65, and a third gate 66. And a gate control unit 67. In this example, it is assumed that three gates of the first gate 64, the second gate 65, and the third gate 66 are provided in parallel.

  The first detection unit 61 detects a vehicle that is about to pass through the first gate 64. Similarly, the second detector 62 detects a vehicle that is about to pass through the second gate 65, and the third detector 63 detects a vehicle that is about to pass through the third gate 66.

The first gate 64, the second gate 65, and the third gate 66 are controlled to be either a closed state or an open state.
The gate control unit 67 performs opening / closing control so that the first gate 64, the second gate 65, and the third gate 66 are closed in a state where the vehicle does not pass and are opened at a timing when the vehicle passes without stopping. Specifically, the gate control unit 67 has the first gate 64 at the opening / closing timing based on the detection timing at which the vehicle is detected by the first detection unit 61, the second detection unit 62, and the third detection unit 63. The second gate 65 and the third gate 66 are controlled from the closed state to the open state.

Next, the gate opening / closing process executed by the gate controller 67 will be described with reference to the flowchart of FIG.
First, the gate controller 67 determines the first gate 64, the second gate 65, and the second gate based on the detection results of the first detector 61, the second detector 62, and the third detector 63, respectively. The gate passage timing of a vehicle that is going to pass through each of the three gates 66 is predicted (S501).

  Subsequently, the gate control unit 67 has a difference between the gate passage timings of two vehicles attempting to pass through different gates is less than a determination threshold value for determining whether or not the timings are substantially simultaneous. It is determined whether there are two vehicles (S502). For convenience of explanation, the two vehicles referred to here are referred to as vehicle A and vehicle B in order from the earlier gate passage timing.

  If the gate control unit 67 determines in S502 that there are vehicles A and B whose gate passage timing difference is less than the determination threshold (S502: YES), the gate control unit 67 advances the timing at which the gate of the vehicle A is opened. The timing for opening the gate of B is delayed (S503). Thereafter, the gate controller 67 returns the process to S501.

  On the other hand, if it is determined in S502 that there are no vehicles A and B whose gate passage timing difference is less than the determination threshold (S502: NO), S503 is skipped and the process is performed in S501. Return to.

  That is, the gate control unit 67 adjusts the timing for opening the gate so that the difference from the gate passage timing becomes large when the difference between the gate passage timings at different gates is less than the simultaneous determination threshold value. Therefore, according to the gate control unit 67, it is possible to make it difficult for the vehicle that has passed through the gate to interfere at the joining position.

  [4D] In the above embodiment, the configuration in which the traveling control is started by pressing the cruise start switch 18 is illustrated, but the present invention is not limited to this. Even if the start operation is not performed by the driver, the traveling control may be automatically started when a predetermined condition is satisfied. For example, the travel control may be started when it is detected that snow is piled up on the road. In this case, you may make it determine whether driving | running | working control is automatically started according to a driver | operator's experience on the snowy road.

  [4E] In the above embodiment, the ACC control is exemplified as the travel control. However, the present invention is not limited to this, and the acceleration of the own vehicle is changed according to the travel state of the other vehicle traveling ahead of the own vehicle. Other control may be used. Here, the “other vehicle that travels ahead of the host vehicle” is not limited to the preceding vehicle that travels ahead of the host vehicle, and is a vehicle (two or more vehicles before) the preceding vehicle. There may be. A technique in which a vehicle is controlled by a follow-up vehicle based on information wirelessly transmitted from a leading vehicle by forming a convoy with three or more vehicles. Further, the “control for changing the acceleration of the host vehicle” may be a control that changes the acceleration as a result.

  [4F] The functions of one component in the above embodiment may be distributed as a plurality of components, or the functions of a plurality of components may be integrated into one component. Further, at least a part of the configuration of the above embodiment may be replaced with a known configuration having the same function. Moreover, you may abbreviate | omit a part of structure of the said embodiment as long as a subject can be solved. In addition, at least a part of the configuration of the above embodiment may be added to or replaced with the configuration of the other embodiment. In addition, all the aspects included in the technical idea specified from the wording described in the claims are embodiments of the present invention.

  [4G] In addition to the control unit 41 described above, various forms such as an in-vehicle system 1 having the control unit 41 as a constituent element, a program for causing a computer to function as the control unit 41, a medium storing the program, a vehicle control method, etc. Thus, the present invention can be realized.

[5. Technical idea grasped from embodiment]
At least the following technical ideas can be understood from the various embodiments detailed above.
[5A] A vehicle control device that performs travel control that changes the acceleration of the host vehicle according to the travel state of another vehicle that is mounted on the vehicle and travels ahead of the host vehicle,
A vehicle control device comprising: a notification unit that notifies the driver of the host vehicle of the driving state of the host vehicle that is changed by the driving control and includes at least an acceleration of the host vehicle.

[5B] A vehicle control device that performs travel control that changes the acceleration of the host vehicle according to the travel state of another vehicle that is mounted on the vehicle and travels ahead of the host vehicle,
A notification unit that notifies the driver of the host vehicle of the traveling state of the host vehicle that is changed by the traveling control;
The vehicle notification device, wherein the notification unit performs a tactile notification that is a notification that the driver can feel by touch.

[5C] The vehicle control device according to [5B],
The vehicle control device, wherein the notification unit performs the tactile notification by changing a tension of a seat belt of a driver's seat.

[5D] The vehicle control device according to [5B] or [5C],
The said control part performs the said tactile notification by changing the shape of at least one among the seat part and backrest part in a driver's seat. The vehicle control apparatus characterized by the above-mentioned.

[5E] A vehicle control device that performs travel control that changes the acceleration of the host vehicle according to the travel state of another vehicle that is mounted on the vehicle and travels ahead of the host vehicle,
A notification unit that notifies the driver of the host vehicle of the traveling state of the host vehicle that is changed by the traveling control;
The vehicle notification device, wherein the notification unit performs visual notification, which is notification that a driver can feel visually.

[5F] The vehicle control device according to [5E],
The vehicle control device, wherein the notification unit performs the tactile notification by display on a head-up display.

[5G] The vehicle control device according to any one of [5B] to [5F],
The traveling state of the host vehicle includes at least acceleration of the host vehicle.

[5H] The vehicle control device according to any one of [5A] to [5G],
The said alerting | reporting part alert | reports the direction of the tire of the own vehicle so that the driver | operator of the own vehicle can recognize. The vehicle control apparatus characterized by the above-mentioned.

[5I] A vehicle control device that performs travel control that changes the acceleration of the host vehicle according to the travel state of another vehicle that is mounted on the vehicle and travels ahead of the host vehicle,
A parallel running determination unit that determines whether there is another vehicle running in parallel with the host vehicle in a lane adjacent to the lane in which the host vehicle is traveling;
An inter-vehicle distance changing unit that changes an inter-vehicle distance with another vehicle that travels in front of the host vehicle, on the condition that the parallel running determination unit determines that there is another vehicle that runs in parallel with the host vehicle;
A vehicle control device comprising:

[5J] A vehicle control device that performs travel control that changes the acceleration of the host vehicle according to the travel state of another vehicle that is mounted on the vehicle and travels ahead of the host vehicle,
A parallel running determination unit that determines whether there is another vehicle running in parallel with the host vehicle in a lane that is further adjacent to the lane adjacent to the lane in which the host vehicle is traveling;
An inter-vehicle distance changing unit that changes an inter-vehicle distance with another vehicle that travels in front of the host vehicle, on the condition that the parallel running determination unit determines that there is another vehicle that runs in parallel with the host vehicle;
A vehicle control device comprising:

[5K] The vehicle control device according to [5I] or [5J],
The inter-vehicle distance changing unit changes an inter-vehicle distance with another vehicle traveling in front of the host vehicle in accordance with an inter-vehicle distance with another vehicle traveling behind the host vehicle.

[5L] The vehicle control device according to [5K],
The inter-vehicle distance changing unit, on the condition that, when there is no other vehicle at a predetermined distance behind the host vehicle, the parallel running determination unit determines that there is another vehicle running in parallel with the host vehicle. A vehicle control device, wherein the distance between the vehicle and another vehicle traveling in front of the vehicle is increased.

[5M] A vehicle control device that performs a travel control that changes the acceleration of the host vehicle according to the travel state of another vehicle that is mounted on the vehicle and travels ahead of the host vehicle.
A vehicle control system comprising: a travel control unit that performs the travel control based on an inter-vehicle distance from another vehicle that travels ahead of the host vehicle and an inter-vehicle distance from another vehicle that travels behind the host vehicle. apparatus.

[5N] The vehicle control device according to any one of [5A] to [5M],
A vehicle control device, further comprising: an upper limit changing unit that changes an upper limit value of acceleration to be changed by the travel control in accordance with a surrounding situation of the host vehicle.

[50] A steering device mounted on a vehicle and operated by a driver,
A steering wheel,
A shaft that rotatably supports the steering wheel;
With
The shaft body supports the steering wheel so as to be movable in an axial direction.

[5P] A steering device that is mounted on a vehicle and is operated by a driver,
A steering wheel,
A shaft that rotatably supports the steering wheel;
With
The steering wheel includes a main body portion and a complement portion,
The main body is formed with an accommodating space capable of accommodating at least a part of the complementary portion,
The complementary portion is formed between a first position that forms an outer shape of the steering wheel together with the main body portion, and a second position where a portion accommodated in the accommodation space is larger than the first position. A steering device characterized by being movable with

[5Q] A gate control device configured to control the opening and closing of the gates so that the gates are arranged in parallel and are closed when the vehicle does not pass and are opened at a timing when the vehicle passes without stopping.
A prediction unit for predicting the timing of passing of the vehicle for each of the plurality of gates;
An adjustment unit that adjusts the timing for opening the gate so that the difference from the timing becomes larger when the difference in timing to pass through the different gates predicted by the prediction unit is less than a predetermined determination threshold. When,
A gate control device comprising:

  DESCRIPTION OF SYMBOLS 1 ... In-vehicle system, 11 ... Vehicle speed sensor, 12 ... Acceleration sensor, 13 ... Brake sensor, 14 ... Steering angle sensor, 15 ... Camera unit, 16 ... Radar unit, 17 ... Positioning unit, 18 ... Cruise start switch, 19 ... Cruise Release switch, 21 ... storage unit, 22 ... user interface unit, 23 ... sound output unit, 24 ... communication device, 31 ... engine ECU, 32 ... brake ECU, 33 ... steering ECU, 34 ... turn signal ECU, 35 ... seat belt ECU , 36 ... Seat ECU, 41 ... Control unit, 411 ... CPU, 412 ... ROM, 413 ... RAM.

Claims (3)

A vehicle control device that is mounted on a vehicle and that performs travel control that changes acceleration of the host vehicle in accordance with the travel state of another vehicle that travels ahead of the host vehicle,
A vehicle control device comprising: a notification unit that notifies the driver of the host vehicle of the driving state of the host vehicle that is changed by the driving control and includes at least an acceleration of the host vehicle. The vehicle control device according to claim 1,
The vehicle notification device, wherein the notification unit performs a tactile notification that is a notification that the driver can feel by touch. The vehicle control device according to claim 1 or 2,
A parallel running determination unit that determines whether there is another vehicle running in parallel with the host vehicle in a lane adjacent to the lane in which the host vehicle is traveling;
An inter-vehicle distance changing unit that changes an inter-vehicle distance with another vehicle that travels in front of the host vehicle, on the condition that the parallel running determination unit determines that there is another vehicle that runs in parallel with the host vehicle;
A vehicle control device further comprising:

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