JP2017030435A - Inter-vehicle distance control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an inter-vehicle distance control device capable of changing a vehicle speed with flexibility even in the case of sudden interruption.SOLUTION: This inter-vehicle distance control device is provided with: a determination unit that determines whether a lateral vehicle is intended to change a lane to a travel lane of the own vehicle on the basis of lateral vehicle information about a traveling state of the lateral vehicle 100 traveling on the other lane adjacent to the traveling line of the own vehicle 1; and a signal output unit that outputs a control signal for controlling an inter-vehicle distance between the own vehicle and a vehicle 101 before the own vehicle on the basis of the determination result of the determination unit. The lateral vehicle information includes at least one of a combination of relative speed information, map information and lane end distance information, a combination of the relative speed information, congestion information and the lane end distance information, and a combination of the relative speed information, the lane end distance information, braking frequency information and lateral vehicle direction indicator information among the relative speed information of the own vehicle and the lateral vehicle, the map information, the congestion information, the lane end distance information indicating a distance to a lane end of the lateral vehicle, the braking frequency information of the lateral vehicle, and the lateral vehicle direction indicator information.SELECTED DRAWING: Figure 4

Description

  The present invention relates to an inter-vehicle distance control device.

  2. Description of the Related Art Conventionally, an auto-cruise device that controls the vehicle speed so that the inter-vehicle distance from a preceding vehicle is maintained at a set inter-vehicle distance is known (for example, Patent Document 1).

JP 2002-264688 A

  In the prior art, when another vehicle cuts ahead, it is necessary to change the vehicle speed abruptly, for example, by sudden braking or the like.

  The inter-vehicle distance control device according to claim 1, wherein the inter-vehicle distance control device controls the vehicle speed of the host vehicle so that the set inter-vehicle distance is maintained, and the other lane adjacent to the traveling lane of the host vehicle. A determination unit that determines whether or not the side vehicle intends to change lanes to the traveling lane of the host vehicle based on side vehicle information related to a traveling state of the side vehicle traveling on the vehicle, and a result of determination by the determination unit And a signal output unit that outputs a control signal for controlling an inter-vehicle distance between the host vehicle and a vehicle ahead of the host vehicle, and the side vehicle information includes the host vehicle and the side vehicle. Relative speed information representing a relative speed, map information relating to a road on which the side vehicle is traveling, traffic jam information relating to a road on which the side vehicle is traveling, lane edge distance information representing a distance from a lane edge of the side vehicle, The number of brakes on the side vehicle The combination of the relative speed information, the map information, and the lane edge distance information among the brake number information and the direction indicator information indicating the lighting state of the direction indicator of the side vehicle, the relative speed At least one of a combination of information, the traffic jam information, and the lane edge distance information, a combination of the relative speed information, the lane edge distance information, and the brake frequency information, and the direction indicator information.

  According to the present invention, the vehicle speed can be changed with a margin even for a sudden interruption.

1 is a block diagram showing an overall configuration of a vehicle equipped with an inter-vehicle distance control device according to a first embodiment. 1 is a top view schematically showing a vehicle 1. FIG. It is a top view which shows typically detailed traffic information and simple traffic information. It is a top view which shows typically the setting condition of the distance between vehicles by the signal output part 52. FIG. It is a flowchart of the inter-vehicle distance control process which the inter-vehicle distance control apparatus 5 performs. It is a flowchart of the score calculation process based on relative speed information. It is a flowchart of the score calculation process based on map information. It is a flowchart of the score calculation process based on traffic jam information. It is a flowchart of the score calculation process based on lane edge distance information and brake frequency information. It is a flowchart of the score calculation process based on direction indicator information.

(First embodiment)
FIG. 1 is a block diagram showing an overall configuration of a vehicle equipped with an inter-vehicle distance control device according to the first embodiment. The vehicle 1 includes a wheel speed sensor 2, a millimeter wave radar 3, a camera 4, an inter-vehicle distance control device 5, a vehicle speed control device 6, and a navigation device 7.

  The wheel speed sensor 2 detects the wheel speed of the vehicle 1. The millimeter wave radar 3 detects a traveling vehicle adjacent to the vehicle 1 by transmitting a radio wave having a wavelength of about 1 to 10 mm to a wide range in front of the vehicle 1 and receiving a reflected wave. The camera 4 captures the front, side, and rear of the vehicle 1.

  The inter-vehicle distance control device 5 is a device that performs follow-up control during traveling by auto-cruise control. The follow-up control is to control the inter-vehicle distance so that the inter-vehicle distance from the preceding vehicle becomes a target value. That is, the inter-vehicle distance control device 5 controls the vehicle speed of the host vehicle so that the set inter-vehicle distance is maintained. In the follow-up control, when the preceding vehicle is not detected, the vehicle speed is controlled so that the own vehicle speed becomes a preset vehicle speed (hereinafter referred to as a set vehicle speed).

  The inter-vehicle distance control device 5 includes an interrupt determination unit 51 and a signal output unit 52 in software. Each of these functional units is realized by the inter-vehicle distance control device 5 reading and executing a predetermined control program. Each of these functional units can also be configured by an electronic circuit or the like.

  The interruption determination unit 51 determines whether or not a side vehicle traveling in another lane adjacent to the traveling lane of the vehicle 1 intends to change the lane immediately before the vehicle 1 in the traveling lane of the vehicle 1. That is, the interrupt determination unit 51 determines whether or not the side vehicle has an intention of interrupting immediately before the vehicle 1. A specific determination method will be described in detail later.

  The inter-vehicle distance control device 5 calculates target deceleration or target acceleration so that the host vehicle speed becomes the target vehicle speed, and calculates necessary engine torque and brake torque. The inter-vehicle distance control device 5 calculates a drive command value and a brake command value for the vehicle speed control device 6 according to the calculated engine torque and brake torque. The signal output unit 52 outputs a control signal indicating the calculated drive command value and braking command value to the vehicle speed control device 6.

  The vehicle speed control device 6 is a brake control device that performs acceleration / deceleration of the vehicle 1. The vehicle speed control device 6 includes, for example, an engine torque actuator and a brake hydraulic pressure actuator. The engine torque actuator is an actuator for controlling the drive torque of the drive wheels, such as a throttle valve. The engine torque actuator changes the throttle opening based on the drive command value calculated by the inter-vehicle distance control device 5. Thereby, the engine torque necessary for obtaining the target acceleration calculated by the inter-vehicle distance control device 5 is obtained.

  The brake hydraulic pressure actuator is provided between a master cylinder that generates brake hydraulic pressure and a hydraulic cylinder (wheel cylinder) of a hydraulic brake provided on each wheel, and the hydraulic pressure of each wheel cylinder is set to an arbitrary brake fluid. It is an actuator that controls pressure. The brake hydraulic pressure actuator controls the hydraulic pressure of the wheel cylinder based on the braking command value output from the inter-vehicle distance control device 5. As a result, the brake torque required to obtain the target deceleration calculated by the inter-vehicle distance control device 5 is obtained. The vehicle speed control device 6, that is, the engine torque actuator and the brake hydraulic pressure actuator are controlled based on each command value output from the inter-vehicle distance control device 5, so that the host vehicle speed is controlled to the target vehicle speed.

  The navigation device 7 includes a map information storage unit 71 and a traffic jam information reception unit 72. The map information storage unit 71 stores road map information. The traffic jam information receiving unit 72 receives traffic jam information by communication using radio waves or light, for example.

  FIG. 2 is a top view schematically showing the vehicle 1. The millimeter wave radar 3 is attached to a front grill or a bumper portion of the vehicle 1. The millimeter wave radar 3 is configured to be able to detect other vehicles located in the detection range 30 shown in FIG. The camera 4 includes a front camera 4 a that captures a capturing range 40 a in front of the vehicle 1, a side camera 4 b that captures a capturing range 40 b on the side of the vehicle 1, and a rear camera that captures a capturing range 40 c behind the vehicle 1. 4c.

(Description of determination performed by the interrupt determination unit 51)
When there is a side vehicle, the interrupt determination unit 51 calculates a lane change score based on the side vehicle information regarding the running state of the side vehicle. The side vehicle information includes (1) relative speed information, (2) map information, (3) traffic jam information, (4) lane edge distance information, (5) brake frequency information, and (6) direction indicator information. Contains one piece of information. A lane change score is a score which shows the high possibility of a lane change of a side vehicle. If the calculated lane change score is equal to or greater than a predetermined threshold, the interrupt determination unit 51 considers that the side vehicle is likely to change lanes, and the side vehicle has an intention to change lanes. Judge that there is. Hereinafter, a method of calculating the lane change score using each information will be described in detail.

  In the following description, the lane change score will be described with specific numerical values such as 50 points and 100 points, but the actual lane change score may be different from this.

(1) Relative Speed Information Relative speed information is information representing the relative speed between the vehicle 1 and the side vehicle. The interrupt determination unit 51 acquires the relative speed between the vehicle 1 and the side vehicle, that is, relative speed information, by the millimeter wave radar 3. When the relative speed represented by the relative speed information is less than a predetermined speed (for example, less than ± 5 km / h), the interrupt determination unit 51 sets the lane change score based on the relative speed information to 50 points. In other cases, that is, when the relative speed between the vehicle 1 and the side vehicle is equal to or higher than the predetermined speed, the interrupt determination unit 51 sets the lane change score based on the relative speed information to 0.

(2) Map information Map information is information regarding the road on which the side vehicle travels among the road map information stored in the map information storage unit 71 of the navigation device 7. The interrupt determination unit 51 refers to the map information and checks whether a branch (such as a right / left turn lane) or a merge lane exists within a predetermined distance ahead of the vehicle 1. When a branch exists within a predetermined distance ahead of the vehicle 1, the interrupt determination unit 51 sets the lane change score based on the map information to 100 points. Further, the interrupt determination unit 51 changes the lane based on the map information when the merging lane exists within a predetermined distance in front of the vehicle 1 and the vehicle 1 is traveling in the lane adjacent to the merging lane. Score is 100 points. When the merging lane exists within a predetermined distance ahead of the vehicle 1 and the vehicle 1 is traveling in a lane other than the lane adjacent to the merging lane, the interrupt determination unit 51 determines the lane based on the map information. The change score is 50 points. The interruption determination unit 51 sets the lane change score based on the map information to 0 when there is no branch or merge lane within a predetermined distance in front of the vehicle 1.

(3) Traffic jam information The traffic jam information is at least information related to the road on which the side vehicle travels among the information representing the traffic jam occurring on each road received by the traffic jam information receiving unit 72 of the navigation device 7. In the traffic jam information, detailed traffic jam information showing how much traffic jams occur for each lane that composes the road, and simple traffic jams showing how much traffic jam occurs for each road without distinguishing lanes There are two types of information.

  FIG. 3 is a plan view schematically showing detailed traffic jam information and simple traffic jam information. FIG. 3A illustrates a state in which the vehicle 1 and the side vehicle 100 are traveling on each lane of a two-lane highway. There is an expressway exit in front of the vehicle 1, and a traffic jam occurs at the exit. This traffic jam extends to the main road in front of the side vehicle 100.

  Detailed traffic information representing the traffic jam in FIG. 3A is schematically shown in FIG. In FIG. 3B, ranges 110a and 110b indicated by shading are ranges in which the traffic jam information indicates the occurrence of traffic jams. In FIG.3 (b), it turns out that the traffic jam has arisen from the start point of an exit lane by the range 110b. Further, in FIG. 3B, it can be seen from the range 110a that traffic congestion occurs from the vicinity of the start point of the exit lane toward the rear on the left main road (traveling lane). In this way, when the traffic jam occurring in the exit lane and the traffic jam occurring in the travel lane overlap in the vicinity of the start point of the exit lane, the interrupt determination unit 51 causes the traffic in the exit lane to travel. Judged to extend to the lane.

  FIG. 3C schematically shows simple traffic jam information representing the traffic jam of FIG. A range 110c indicated by shading in FIG. 3C is a range where the traffic jam information indicates the occurrence of the traffic jam. Since the simple traffic jam information represents the traffic jam for each road, not for each lane, as shown in FIG. 3 (c), it can be seen that there is a traffic jam, but is the traffic jam occurring in the exit lane, It is not possible to distinguish between traffic jams occurring on the main road. In such a case, the interrupt determination unit 51 determines that there is a possibility that the traffic jam in the exit lane extends to the travel lane, but the accuracy is based on the detailed traffic jam information shown in FIG. Judged to be low.

  When detailed traffic jam information is obtained, the interrupt determination unit 51 checks whether a traffic jam has occurred in the lane in which the side vehicle 100 travels by a predetermined distance forward from the vehicle 1 (for example, 500 meters ahead). . Here, when a traffic jam has occurred, the interrupt determination unit 51 sets the lane change score based on the traffic jam information to 100 points. On the other hand, if there is no traffic jam at that position, the interrupt determination unit 51 sets the lane change score based on the traffic jam information to 0. Further, when simple traffic jam information is obtained, the interrupt determination unit 51 does not consider the lane, and checks only whether a traffic jam has occurred ahead of the vehicle 1 by a predetermined distance. Here, when a traffic jam has occurred, the interrupt determination unit 51 sets the lane change score based on the traffic jam information to 50 points. On the other hand, if there is no traffic jam at that position, the interrupt determination unit 51 sets the lane change score based on the traffic jam information to 0.

(4) Lane end distance information The lane end distance information is information representing the distance between the side vehicle and the end on the vehicle 1 side of both ends of the lane on which the side vehicle is traveling. In other words, the lane edge distance information is information representing the distance between the lane marking drawn between the side vehicle and the vehicle 1 and the side vehicle. The interrupt determination unit 51 obtains lane edge distance information by performing known image processing on the image captured by the camera 4.

  When the side vehicle changes lanes, the side vehicle is considered to bring the vehicle body to the lane on the vehicle 1 side. Therefore, when the distance represented by the lane edge distance information is somewhat short, the interrupt determination unit 51 considers that the possibility that the side vehicle intends to change the lane is higher than when the distance is not so.

(5) Brake count information The brake count information is information representing the number of times the side vehicle has actuated the brake since the side vehicle entered the imaging range of the camera 4. The interrupt determination unit 51 obtains brake number information by performing known image processing on the image captured by the camera 4. When the side vehicle changes lanes, the side vehicle measures the lane change timing, so it is considered that the brakes are operated more frequently than when the lane change is not performed. Therefore, the interrupt determination unit 51 considers that when the number of times of braking is large to some extent, the possibility that the side vehicle intends to change lanes is higher than when the number of brakes is not.

  When the distance represented by the lane edge distance information is less than the predetermined distance and the number of times represented by the brake frequency information is greater than or equal to the predetermined number, the interruption determination unit 51 determines the lane edge distance information and the brake frequency. Let the lane change score based on information be 100 points. On the other hand, if this is not the case (if the distance represented by the lane edge distance information is greater than or equal to the predetermined distance or the number of times represented by the brake frequency information is less than the predetermined number), the interrupt determination unit 51 The lane change score based on the lane edge distance information and the brake frequency information is 50 points.

(6) Direction indicator information The direction indicator information is information indicating whether or not the side vehicle is lighting the direction indicator in the direction of the vehicle 1. The interrupt determination unit 51 obtains direction indicator information by performing known image processing on the image captured by the camera 4. When the side vehicle changes lanes, it is considered that the side vehicle lights a direction indicator in the direction of the vehicle 1. Therefore, when the side vehicle lights the direction indicator in the direction of the vehicle 1, the interrupt determination unit 51 sets the lane change score based on the direction indicator information to 300 points. On the other hand, when the side vehicle does not light the direction indicator in the direction of the vehicle 1, the interrupt determination unit 51 sets the lane change score based on the direction indicator information to 0.

  The reason why the lane change score based on the direction indicator information is 300 points higher than the lane change score based on the other information is because the direction indicator information expresses the intention of the lane change more clearly than the other information. It is. That is, if the side vehicle lights the direction indicator in the direction of the vehicle 1, the possibility that the side vehicle intends to change the lane is very high. Therefore, in this embodiment, the lane change score based on the direction indicator information is set to a high score of 300 points.

  The interruption determination unit 51 calculates the final lane change score by adding the five lane change scores calculated based on the above-described information (1) to (6). If the final lane change score is 400 points or more, the interrupt determination unit 51 determines that the side vehicle intends to change lanes. On the other hand, when the final lane change score is less than 400, the interrupt determination unit 51 determines that the side vehicle does not intend to change lanes.

(Description of control signal output by signal output unit 52 based on determination)
FIG. 4 is a plan view schematically showing how the signal output unit 52 sets the inter-vehicle distance. When it is determined by the interrupt determination unit 51 that the side vehicle 100 does not intend to change lanes, the signal output unit 52 determines a distance between the vehicle and the front vehicle 101 as shown in FIG. A control signal is output so that the follow-up control is performed to maintain the following inter-vehicle distance D1. On the other hand, when it is determined by the interrupt determination unit 51 that the side vehicle 100 intends to change lanes, the signal output unit 52 is connected to the front vehicle 101 as shown in FIG. A control signal is output so that the distance becomes an inter-vehicle distance D2 longer than the currently set inter-vehicle distance D1. This new inter-vehicle distance D2 is a distance that does not require sudden braking even when the side vehicle 100 is interrupted.

  More preferably, the new inter-vehicle distance D2 is, for example, a length obtained by adding the vehicle length of the side vehicle 100 to the inter-vehicle distance D1. The length of the side vehicle 100 can be acquired from an image obtained by photographing the side vehicle 100 with the camera 4, for example. By doing in this way, the influence which the lane change of the side vehicle 100 has on driving | running | working of the vehicle 1 becomes less, and driving | running | working of the vehicle 1 can be made smoother.

  However, even if it is determined that the side vehicle 100 intends to change lanes by the interrupt determination unit 51, there is another vehicle in a certain range (a certain distance from the vehicle 1) behind the vehicle 1. If not, the signal output unit 52 outputs a control signal different from that described above. Specifically, as shown in FIG. 4C, the signal output unit 52 sends a control signal so that the inter-vehicle distance with the preceding vehicle 101 becomes an inter-vehicle distance D3 shorter than the currently set inter-vehicle distance D1. Output. In this way, the signal output unit 52 prompts the side vehicle 100 to change the lane behind the vehicle 1. That is, the signal output unit 52 outputs a control signal for changing the inter-vehicle distance according to the presence or absence of the vehicle behind the vehicle 1.

  FIG. 5 is a flowchart of the inter-vehicle distance control process executed by the inter-vehicle distance control device 5. The inter-vehicle distance control process is included in a control program that is read and executed by the inter-vehicle distance control device 5. The inter-vehicle distance control device 5 repeatedly executes the inter-vehicle distance control process shown in FIG. 5 when the vehicle 1 is traveling by auto-cruise control.

  In step S <b> 10, the inter-vehicle distance control device 5 detects the side vehicle from the outputs of the millimeter wave radar 3 and the camera 4. That is, the inter-vehicle distance control device 5 detects another vehicle that travels in another lane adjacent to the lane in which the vehicle 1 is traveling. In step S20, the inter-vehicle distance control device 5 determines whether or not a side vehicle has been detected. When the side vehicle is not detected, the inter-vehicle distance control device 5 ends the process shown in FIG. On the other hand, when a side vehicle is detected, the inter-vehicle distance control device 5 advances the process to step S30.

  In step S30, the interrupt determination unit 51 executes a score calculation process (described later) based on the relative speed information. In step S40, the interrupt determination unit 51 executes a score calculation process (described later) based on the map information. In step S50, the interrupt determination unit 51 executes a score calculation process (described later) based on the traffic jam information. In step S60, the interrupt determination unit 51 executes a score calculation process (described later) based on the lane edge distance information and the brake frequency information. In step S70, the interrupt determination unit 51 executes a score calculation process (described later) based on the direction indicator information.

  In step S80, the interrupt determination unit 51 adds the lane change scores calculated in steps S30 to S70 to calculate a final lane change score. In step S90, the interrupt determination unit 51 determines whether or not the final lane change score is 400 or more. When the lane change score is less than 400 points, the interrupt determination unit 51 ends the process shown in FIG. On the other hand, when the final lane change score is 400 points or more, the interrupt determination unit 51 advances the process to step S100.

  In step S <b> 100, the signal output unit 52 detects the rear vehicle from the output of the camera 4. That is, the inter-vehicle distance control device 5 detects another vehicle that travels immediately after the vehicle 1. In step S110, the signal output unit 52 determines whether or not a rear vehicle is detected. When the rear vehicle is detected, the signal output unit 52 proceeds with the process to step S120. In step S120, the signal output unit 52 outputs a control signal so that the inter-vehicle distance from the preceding vehicle is temporarily longer than the current set value. On the other hand, if no rear vehicle is detected in step S110, the signal output unit 52 advances the process to step S130. In step S130, the signal output unit 52 outputs a control signal so that the inter-vehicle distance from the preceding vehicle is temporarily shorter than the current set value.

  FIG. 6 is a flowchart of the score calculation process based on the relative speed information called in step S30 in FIG. In step S <b> 200, the interrupt determination unit 51 acquires the relative position of the side vehicle from the outputs of the millimeter wave radar 3 and the camera 4. In step S210, the interrupt determination unit 51 acquires the relative speed of the side vehicle from the outputs of the millimeter wave radar 3 and the camera 4. In step S220, the interrupt determination unit 51 determines whether the relative speed acquired in step S210 is less than a threshold value of 5 kilometers per hour. If the relative speed is less than 5 kilometers per hour, the interrupt determination unit 51 advances the process to step S230. In step S230, the interrupt determination unit 51 sets the lane change score based on the relative speed information to 50 points. On the other hand, when the relative speed is 5 km / h or more in step S220, the interrupt determination unit 51 advances the process to step S240. In step S240, the interrupt determination unit 51 sets the lane change score based on the relative speed information to 0 points.

  FIG. 7 is a flowchart of the score calculation process based on map information called in step S40 of FIG. In step S300, the interrupt determination unit 51 makes an inquiry to the navigation device 7 and determines whether or not map information in a predetermined range including the current location can be acquired from the navigation device 7. If the map information cannot be acquired, the interrupt determination unit 51 advances the process to step S380. In step S380, the interrupt determination unit 51 sets the lane change score based on the map information to 0 points.

  In step S300, when map information is acquirable, the interruption determination part 51 advances a process to step S310. In step S <b> 310, the interrupt determination unit 51 detects the travel lane of the vehicle 1 from the output of the camera 4. In step S320, the interrupt determination unit 51 communicates with the navigation device 7 and acquires map information. In step S330, the interrupt determination unit 51 determines whether there is a branch on the road ahead of the side vehicle. If there is a branch on the road ahead, the interrupt determination unit 51 advances the process to step S360. In step S360, the interrupt determination unit 51 sets the lane change score based on the map information to 100 points.

  In step S330, when there is no branch on the road ahead of the side vehicle, the interrupt determination unit 51 advances the process to step S340. In step S340, the interrupt determination unit 51 determines whether or not there is a merging lane on the road ahead of the side vehicle. When the merge lane does not exist, the interrupt determination unit 51 advances the process to step S380. In step S380, the interrupt determination unit 51 sets the lane change score based on the map information to 0 points.

  In step S340, when the merge lane exists on the road ahead of the side vehicle, the interrupt determination unit 51 advances the process to step S350. In step S350, the interrupt determination unit 51 determines whether or not the forward merging lane exists in the lane in which the side vehicle is traveling (adjacent lane). If there is a merge lane in the adjacent lane, the interrupt determination unit 51 advances the process to step S360. In step S360, the interrupt determination unit 51 sets the lane change score based on the map information to 100 points. On the other hand, when there is no merging lane in the adjacent lane in step S350, the interrupt determination unit 51 advances the process to step S370. In step S370, the interrupt determination unit 51 sets the lane change score based on the map information to 50 points.

  FIG. 8 is a flowchart of the score calculation process based on the traffic jam information called in step S50 of FIG. In step S400, the interrupt determination unit 51 makes an inquiry to the navigation device 7 and determines whether the traffic jam information around the current location that can be acquired from the navigation device 7 is the detailed traffic jam information described with reference to FIG. When the traffic information that can be acquired is detailed traffic information, the interrupt determination unit 51 advances the process to step S410.

  In step S <b> 410, the interrupt determination unit 51 acquires traffic congestion information for a predetermined distance ahead of the lane (adjacent lane) in which the side vehicle is traveling from the navigation device 7. In step S420, the interrupt determination unit 51 determines whether there is a traffic jam in the adjacent lane. If a traffic jam has occurred, the interrupt determination unit 51 advances the process to step S430. In step S430, the interrupt determination unit 51 sets the lane change score based on the traffic jam information to 100 points. On the other hand, if no traffic jam has occurred in the adjacent lane in step S420, the interrupt determination unit 51 advances the process to step S440. In step S440, the interrupt determination unit 51 sets the lane change score based on the traffic jam information to 0 points.

  In step S400, when the traffic information that can be acquired is simple traffic information, the interrupt determination unit 51 advances the process to step S450. In step S <b> 450, the interrupt determination unit 51 acquires traffic jam information for a predetermined distance ahead of the road on which the vehicle 1 is traveling from the navigation device 7. In step S460, the interrupt determination unit 51 determines whether or not there is a traffic jam on the road ahead. If a traffic jam has occurred, the interrupt determination unit 51 advances the process to step S470. In step S470, the interrupt determination unit 51 sets the lane change score based on the traffic jam information to 50 points. On the other hand, when no traffic jam has occurred on the road ahead in step S460, the interrupt determination unit 51 advances the process to step S440. In step S440, the interrupt determination unit 51 sets the lane change score based on the traffic jam information to 0 points.

  FIG. 9 is a flowchart of a score calculation process based on the lane edge distance information and the brake frequency information called in step S60 of FIG. In step S500, the interrupt determination unit 51 determines the distance between the end of the vehicle 1 side and the side vehicle (the end of the lane) of both ends of the lane on which the side vehicle travels based on the outputs of the millimeter wave radar 3 and the camera 4. Get distance). In step S510, the interrupt determination unit 51 determines whether the lane edge distance acquired in step S500 is equal to or less than a predetermined distance. If the lane edge distance is greater than the predetermined distance, the interrupt determination unit 51 advances the process to step S550. In step S550, the interrupt determination unit 51 sets the lane change score based on the lane edge distance information and the brake frequency information to 50 points.

  In step S510, when the lane edge distance is equal to or smaller than the predetermined distance, the interrupt determination unit 51 advances the process to step S520. In step S520, the interrupt determination unit 51 acquires the number of times the side vehicle has been braked within a predetermined period from the output of the camera 4. In step S530, the interrupt determination unit 51 determines whether or not the number of brakes acquired in step S520 is equal to or greater than a predetermined number. If the number of brakes is equal to or greater than the predetermined number, the interrupt determination unit 51 advances the process to step S540. In step S540, the interrupt determination unit 51 sets the lane change score based on the lane edge distance information and the brake frequency information to 100 points. On the other hand, when the number of brakes is less than the predetermined number in step S530, the interrupt determination unit 51 advances the process to step S550. In step S550, the interrupt determination unit 51 sets the lane change score based on the lane edge distance information and the brake frequency information to 50 points.

  FIG. 10 is a flowchart of the score calculation process based on the direction indicator information called in step S70 of FIG. In step S <b> 600, the interrupt determination unit 51 acquires the lighting state of the direction indicator on the vehicle 1 side of the side vehicle from the output of the camera 4. In step S610, the interrupt determination unit 51 determines whether or not the direction indicator on the vehicle 1 side of the side vehicle is lit (operating). If the direction indicator is lit, the interrupt determination unit 51 advances the process to step S620. In step S620, the interrupt determination unit 51 sets the lane change score based on the direction indicator information to 300 points. On the other hand, when the direction indicator is not lit in step S610, the interrupt determination unit 51 advances the process to step S630. In step S620, the interrupt determination unit 51 sets the lane change score based on the direction indicator information to 0 points.

According to the embodiment described above, the following operational effects can be obtained.
(1) The interrupt determination unit 51 determines whether or not the side vehicle intends to change the lane to the traveling lane of the vehicle 1 (own vehicle) based on the side vehicle information regarding the traveling state of the side vehicle. Function as. The signal output unit 52 outputs a control signal for controlling the inter-vehicle distance between the vehicle 1 and the vehicle ahead of the vehicle 1 based on the result of determination by the interrupt determination unit 51. The side vehicle information includes relative speed information, map information, traffic jam information, lane edge distance information, brake frequency information, and direction indicator information. Since this is done, the vehicle speed can be changed with a margin even for sudden interruptions.

(2) The signal output unit 52 outputs a control signal for changing the inter-vehicle distance according to the presence / absence of the vehicle behind the vehicle 1 when the interrupt determination unit 51 determines that the side vehicle has a lane change intention. To do. Since it did in this way, the lane change of a side vehicle can be performed smoothly and the influence which the lane change of a side vehicle has on driving | running | working of the vehicle 1 can be minimized.

(3) The signal output unit 52 is a control signal for increasing the inter-vehicle distance when the interruption determination unit 51 determines that the side vehicle has a lane change intention and there is no vehicle behind the vehicle 1. Is output. Since it did in this way, a side vehicle can be prompted to change the lane ahead of vehicle 1, and the influence which the lane change of a side vehicle has on driving of vehicle 1 can be minimized.

(4) The signal output unit 52 is a control signal for shortening the inter-vehicle distance when it is determined by the interrupt determination unit 51 that the side vehicle has a lane change intention and there is a vehicle behind the vehicle 1. Is output. Since it did in this way, the side vehicle can be urged to change the lane to the rear of the vehicle 1 without difficulty, and not only the vehicle 1 but also the surrounding vehicles can be kept in a good running state.

(5) The interrupt determination unit 51 determines whether or not there is a intention to change the lane of the side vehicle with more importance on the direction indicator information than other information. Since it did in this way, a lane change intention can be determined more reliably.

(6) The interrupt determination unit 51 calculates a lane change score from each piece of information included in the side vehicle information, and when the total value of all the lane change scores is 400 points or more, the side vehicle It is determined that there is an intention to change lanes. The interruption determination unit 51 sets the lane change score calculated from the direction indicator information to 300 points smaller than 400 points. Since it did in this way, determination of lane change intention is not influenced only by the state of a direction indicator, and determination of lane change intention can be made more accurate.

  The following modifications are also within the scope of the present invention, and one or a plurality of modifications can be combined with the above-described embodiment.

(Modification 1)
In the above-described embodiment, the inter-vehicle distance control device 5 and the vehicle speed control device 6 are mounted on the vehicle 1 as independent devices, but the inter-vehicle distance control device 5 is an apparatus integrated with the vehicle speed control device 6. Is also possible.

(Modification 2)
In the above-described embodiment, the interrupt determination unit 51 performs determination based on six types of information including relative speed information, map information, traffic jam information, lane edge distance information, brake frequency information, and direction indicator information. However, the present invention is not limited to such an embodiment. Part of the above six types of information may be removed from the determination, or conversely, other information may be added to the determination. In this case, it is desirable to appropriately adjust the threshold value (400 points) to be compared with the lane change score based on each information and the final lane change score.

  For example, the interrupt determination unit 51 may determine the intention to change the lane of the side vehicle only from the direction indicator information. The interrupt determination unit 51 may determine the intention to change the lane of the side vehicle from the relative speed information, the lane edge distance information, and the map information. The interrupt determination unit 51 may determine the intention to change the lane of the side vehicle from the relative speed information, the lane edge distance information, and the traffic jam information. The interrupt determination unit 51 may determine the intention to change the lane of the side vehicle from the relative speed information, the lane edge distance information, and the brake frequency information. In addition, the intention to change the lane of the side vehicle can be determined based on various combinations.

(Modification 3)
In the above-described embodiment, the inter-vehicle distance control device 5 acquires various information from the wheel speed sensor 2, the millimeter wave radar 3, the camera 4, and the navigation device 7. These devices are examples, and various types of information may be acquired by a device different from these devices.

  Although various embodiments and modifications have been described above, the present invention is not limited to these contents. Other embodiments conceivable within the scope of the technical idea of the present invention are also included in the scope of the present invention.

DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2 ... Wheel speed sensor, 3 ... Millimeter wave radar, 4 ... Camera, 5 ... Inter-vehicle distance control apparatus, 6 ... Vehicle speed control apparatus, 7 ... Navigation apparatus, 51 ... Interrupt determination part, 52 ... Signal output part 71 ... Map information storage unit, 72 ... Congestion information receiving unit

Claims (7)

An inter-vehicle distance control device that controls the vehicle speed of the host vehicle so that the set inter-vehicle distance is maintained,
Based on side vehicle information related to the traveling state of a side vehicle traveling in another lane adjacent to the traveling lane of the host vehicle, it is determined whether or not the side vehicle intends to change the lane to the traveling lane of the host vehicle. A determination unit to perform,
A signal output unit that outputs a control signal for controlling an inter-vehicle distance between the host vehicle and a vehicle ahead of the host vehicle based on a determination result by the determination unit;
With
The side vehicle information is
Relative speed information indicating the relative speed between the host vehicle and the side vehicle,
Map information about the road on which the side vehicle is traveling,
Congestion information regarding the road on which the side vehicle is traveling,
Lane edge distance information indicating the distance from the lane edge of the side vehicle,
Brake number information indicating the number of brakes of the side vehicle, and
Direction indicator information representing the lighting state of the direction indicator that the side vehicle has,
Among them, a combination of the relative speed information, the map information, and the lane edge distance information, a combination of the relative speed information, the traffic jam information, and the lane edge distance information, the relative speed information, and the lane edge distance information, The inter-vehicle distance control device including at least one of a combination with the brake frequency information and the direction indicator information. In the inter-vehicle distance control device according to claim 1,
The signal output unit outputs the control signal for changing the inter-vehicle distance according to the presence / absence of a vehicle behind the host vehicle when the determination unit determines that the side vehicle has a lane change intention. Inter-vehicle distance control device. In the inter-vehicle distance control device according to claim 2,
The signal output unit determines the control signal to increase the inter-vehicle distance when the determination unit determines that the side vehicle has a lane change intention and there is no vehicle behind the host vehicle. An inter-vehicle distance control device that outputs. In the inter-vehicle distance control device according to claim 3,
The signal output unit determines the control signal to shorten the inter-vehicle distance when the determination unit determines that the side vehicle has a lane change intention and there is a vehicle behind the host vehicle. An inter-vehicle distance control device that outputs. In the inter-vehicle distance control device according to claim 4,
The signal output unit determines that the side vehicle has a lane change intention by the determination unit, and if there is no vehicle behind the host vehicle, at least the vehicle length of the side vehicle. An inter-vehicle distance control device that outputs the control signal for increasing the inter-vehicle distance. In the inter-vehicle distance control device according to any one of claims 1 to 5,
The side vehicle information includes a combination of the relative speed information, the map information, the lane edge distance information, and the direction indicator information, the relative speed information, the traffic jam information, the lane edge distance information, and the direction indicator. Including at least one of a combination of information, a combination of the relative speed information, the lane edge distance information, the brake frequency information, and the direction indicator information,
The said determination part attaches importance to the said direction indicator information rather than the other information contained in the said side vehicle information, The inter-vehicle distance control apparatus which determines the presence or absence of the said lane change intention of the said side vehicle. The inter-vehicle distance control device according to claim 6,
The determination unit is configured to lane each of information included in the side vehicle information among the relative speed information, the map information, the traffic jam information, the lane edge distance information, the brake frequency information, and the direction indicator information. When a change score is calculated, and the sum of all the lane change scores is equal to or greater than a predetermined threshold, it is determined that the side vehicle has a lane change intention,
The determination unit is an inter-vehicle distance control device that makes the lane change score calculated from the direction indicator information smaller than the predetermined threshold value.

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