JP3695296B2 - Cruise control device, inter-vehicle warning device, and recording medium - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a technology related to cruise control for causing a host vehicle to travel following a preceding vehicle or to drive at a constant speed, and alarm processing for a vehicle driver when the distance between vehicles becomes shorter than a predetermined safety distance between vehicles. It relates to such technology.
[0002]
[Prior art and problems to be solved by the invention]
Conventionally, as a technology to improve the driving safety of the car and reduce the driver's operational burden, if there is a preceding vehicle, it performs inter-vehicle control that automatically follows the preceding vehicle, 2. Description of the Related Art A cruise control device is known that performs vehicle speed control that causes a vehicle to travel at a constant speed at a set vehicle speed when there is no vehicle. As a method of tracking in inter-vehicle control, a method of calculating an acceleration / deceleration control command value based on a deviation and a relative speed between an actual inter-vehicle distance between the own vehicle and a preceding vehicle and a preset target inter-vehicle distance is known. Yes. In such inter-vehicle distance control, it is important to appropriately grasp the control object. As an example of this technique, in Japanese Patent Laid-Open No. 8-279999, the turning radius of the own vehicle is obtained based on the steering angle of the own vehicle, and the front object is determined based on the relative positional relationship between the turning radius and the front object. The probability of being on the same lane as the own vehicle (referred to as the own lane probability) is obtained. Then, a vehicle having a high probability of own lane is selected as a preceding vehicle, and inter-vehicle distance control is performed.
[0003]
By the way, as a curve radius in a general road, for example, a clothoid curve shape in which the curve radius continuously changes is often adopted, and is hardly uniform. Therefore, a divergence occurs between the curve shape based on the turning state of the host vehicle and the actual traveling path, and the error increases as the distance increases. On the other hand, in the above-mentioned JP-A-8-279099, the map shape for calculating the own lane probability is determined in consideration of the error. Specifically, the region having the same probability is set to become wider in the vehicle width direction as the distance increases.
[0004]
However, for example, when a straight road is curving forward at the position of the vehicle, or when an S-shaped road is turning continuously to the left and right, the above-described method using the map can be used. Have difficulty. If the preceding vehicle cannot be properly grasped and, for example, the vehicle in the adjacent lane is mistakenly selected as the preceding vehicle, the driver unintentionally accelerates or decelerates, which increases the driver's anxiety. In particular, if a vehicle in the adjacent lane with a large relative speed relative to the host vehicle is mistakenly set as the preceding vehicle, strong deceleration will occur due to inter-vehicle control, and not only the driver of the host vehicle but also the following vehicle It also gives driver anxiety. On the other hand, if it fails to select a preceding vehicle on the same lane as the host vehicle as the preceding vehicle, there will be no preceding vehicle and vehicle speed control will be performed at a set speed to set the set speed. Will be accelerated. However, since there is actually a preceding vehicle on the own lane, the behavior of the own vehicle approaching it may give the driver a sense of discomfort (sometimes a sense of fear).
[0005]
In order to suppress such inconvenience, for example, only in the case of a short distance where the position error (in the vehicle width direction) between the curve shape estimated from the steering angle of the own vehicle and the actual road shape is considered to be small. It is also conceivable to select a control object. However, in this method, in a situation where the host vehicle is approaching at a high speed toward a relatively low-speed preceding vehicle that is actually present on the host lane, the control object is selected only when the target is close. The car slows down and the driver may feel uncomfortable (sometimes frightened). Such a sense of incongruity occurs remarkably on a traveling road where fluctuations in the vehicle speed increase such that the difference in vehicle speed with other vehicles increases frequently.
[0006]
In order to deal with these problems, a method of using the coordinate data of a point possessed by the navigation device has been considered. For example, Japanese Patent Application Laid-Open No. 7-234990 uses a vehicle position measurement function and a map database in the navigation device. It is disclosed to estimate a road shape ahead of the host vehicle. If the road shape is used, there is a possibility that the error due to the curve shape described above can be corrected. However, there is a possibility that the error may be affected by the error of the coordinate data of the point itself or the measurement error of the vehicle position.
[0007]
In addition, an error occurs not only in the error between the curve shape calculated from the steering angle of the vehicle and the actual road shape, but also in the accuracy of the calculated curve shape itself. For example, if the original straight-run determination is incorrect due to fluctuations in steering operation, road surface canting, disturbances such as crosswinds, and distance sensor characteristic errors, an error will occur in the calculated curve shape, and the wrong neighbor A vehicle in a lane may be mistakenly set as a control object. In this way, in any case, when adopting the method of estimating the traveling direction of the host vehicle and whether or not it exists on the traveling path, if the traveling path estimation itself is incorrect, You cannot select a forward vehicle that is traveling in the same lane as your vehicle as a control object, or erroneously select a forward vehicle that is traveling in a different lane (for example, the adjacent lane) as your control object. There is a possibility. Then, such a selection of a control object that fails to be selected or an erroneous selection of a control object leads to execution of inter-vehicle control and vehicle speed control that do not match the driver's feeling.
[0008]
In the past, problems related to inter-vehicle control and vehicle speed control were raised, but when the actual inter-vehicle distance is shorter than the predetermined alarm distance, an alarm sound is sounded to alert the vehicle driver. However, the same problem arises because the control object cannot be properly grasped.
[0009]
Therefore, the present invention is based on grasping the control object existing on the traveling path of the own vehicle, and solves the problems due to the grasping method to realize more appropriate cruise control and inter-vehicle warning. Objective.
[0010]
[Means for Solving the Problems]
According to the cruise control device of the first aspect, when the preceding vehicle is not selected, the vehicle speed control is performed to make the host vehicle run at a constant speed at the set vehicle speed. (Hereinafter, also referred to as a collision object), vehicle speed control is executed with acceleration suppressed more than usual. This is an intention to avoid inconvenience in such a situation because the preceding vehicle selection is wrong, and in fact, there may be an object that should be the preceding vehicle on the same lane as the host vehicle. . In other words, the travel path estimation means may detect the turning state of the host vehicle based on, for example, the steering angle or yaw rate of the host vehicle, and estimate the travel path from the turning state. The road does not always coincide with the lane in which the vehicle is actually traveling. The reason for this is described above. For this reason, the above-described various inconveniences occur when the normal vehicle speed control is executed unconditionally simply because the preceding vehicle is not selected in the preceding vehicle selection performed based on the traveling path. Therefore, the presence or absence of a collision object is considered. In other words, if there is an object that is determined not to be adopted as a preceding vehicle based on the estimated traveling path information but is considered to be likely to collide with the host vehicle, the vehicle is accelerated more than usual. Suppressed vehicle speed control is performed. As a result, for example, even if there is an object that should be the preceding vehicle in the same lane as the own vehicle but it is not selected as the preceding vehicle, improper acceleration is suppressed, which makes the driver feel better The matched cruise control is executed.
[0011]
  On the other hand, the cruise control device according to claim 2 includes an object other than the preceding vehicle that may cause a collision when the inter-vehicle control is performed in which the host vehicle follows the preceding vehicle to travel. If there is, both the control amount for the inter-vehicle control (second control amount) when the object is assumed to be the preceding vehicle and the control amount for the inter-vehicle control for the preceding vehicle (first control amount) ConsideringWhen the second control amount is a control amount that acts on the deceleration side relative to the first control amount, the first control amount is added to the second control amount, and the direction that acts on the deceleration side more Based on control amount corrected toThe inter-vehicle distance control is executed.As a method for the correction, for example, an intermediate value between the first control amount and the second control amount may be adopted, or a predetermined value may be corrected from the first control amount.This eliminates the inconvenience of the conventional method in the following situation. For example, if a vehicle traveling in the adjacent lane is misrecognized as a preceding vehicle, and the misrecognized vehicle moves away from the host vehicle, the host vehicle is expected to accelerate to follow it. . However, if the speed of a vehicle that should be the original preceding vehicle on the same lane as the own vehicle is the same or lower than that of the own vehicle, the vehicle approaches the original preceding vehicle, and such acceleration is not appropriate. On the other hand, according to the device of the present invention, in such a situation, the inter-vehicle distance control when it is assumed that the vehicle that should originally be the preceding vehicle (that is, grasped as an object with a possibility of collision) is the preceding vehicle. Since the control amount for the operation acts more on the deceleration side, the inter-vehicle distance control is executed based on this control amount. That is, inappropriate acceleration is suppressed or more appropriate deceleration is performed, and cruise control that matches the driver's feeling is executed. The cruise control in this case does not need to execute the vehicle speed control, but of course, the cruise control may also execute the vehicle speed control.
[0013]
  By the way, when the presence of the collision object is taken into account,3As shown in FIG. 4, it is preferable to further consider the degree of approach that the collision object comes toward the host vehicle and the accuracy of the collision possibility determination. The degree of approach can be determined based on, for example, the distance to the collision object and the relative speed of the collision object, and the accuracy of the collision possibility determination is, for example, longer as the distance to the collision object is longer. It is conceivable that it is determined to be low. If there is a collision object at a long distance, a change in behavior is assumed before the vehicle approaches the vehicle, and the recognition accuracy by the object recognition means is also reduced, so the accuracy is considered low. In consideration of such points, for example, in the case of claim 1, the degree of acceleration suppression in the vehicle speed control is changed, and in the case of claim 2, the degree of consideration of the second control amount is changed.As well asThe degree of correction for the first control amount is changed. For example, it is possible to prevent acceleration suppression or deceleration behavior that is incomprehensible to the driver of the vehicle by not accelerating acceleration suppression in a situation where the degree of approach is low or not executing the process itself of selecting a higher deceleration degree. On the other hand, in a situation where the degree of approach is high, the driver can be reassured by positively suppressing acceleration or controlling to the deceleration side. In addition, the same effect can be obtained by refraining from suppressing acceleration when a collision object exists at a long distance where recognition accuracy is likely to be low.
[0014]
  Note that there may be multiple collision objects, in which case the claims4As shown in FIG. 4, the object having the greatest degree of approach toward the host vehicle may be selected as the object used for the corresponding processing. This is because, as described above, in a situation where the degree of approach is high, it is possible to give the driver peace of mind by positively suppressing acceleration or performing control toward the deceleration side. In addition, when comparing the inter-vehicle control amount for the collision object and the preceding vehicle, the control amount when the plurality of collision objects are assumed to be the preceding vehicle and the control amount for the preceding vehicle are the most. Execute the inter-vehicle distance control based on the control amount acting on the deceleration sideYes.
[0015]
  In the description so far, the cruise control means executes the inter-vehicle distance control and the vehicle speed control in consideration of the presence of the collision object, but the collision determination is performed for the execution permission determination of the deceleration control in the inter-vehicle control by the cruise control means. May be added. For example, claims5As shown in FIG. 6, the execution of the deceleration control is permitted only when the determination result of the collision determination unit for the preceding vehicle selected by the preceding vehicle selection unit is a possibility of a collision. In the conventional route estimation, there is no concept of collision determination in the present invention, and an object existing on the route is naturally a preceding vehicle on the assumption that the route is the own lane. It is assumed to be fun. However, as described above, there are various inconveniences due to the traveling path not matching the own lane. Therefore, paying attention to the possibility that the preceding vehicle selected based on the traveling path may not be the original preceding vehicle, the collision determination is adopted as the execution permission condition for the deceleration control in the inter-vehicle control in question. That is, deceleration control is permitted when the vehicle is selected as a preceding vehicle and it is a collision object. For this reason, for example, even if a vehicle traveling in the adjacent lane is selected as the preceding vehicle, deceleration control is not performed unless it is a collision object, so erroneous deceleration can be prevented and the cruise that matches the driver's feeling Control will be executed.
[0016]
  Also,As described above, the cause is that the traveling path does not coincide with the own lane.5As shown in FIG. 5, only when it is estimated that the estimation error by the traveling path estimation means is large, the execution permission determination of the deceleration control including the collision determination may be performed. This is because if the estimation error of the traveling path is small, there is a high possibility that the traveling path coincides with the own lane, and there are many cases where erroneous control is not performed even if the collision determination is not taken into consideration. Here, “when it is determined that the estimation error by the traveling path estimation means is large” is, for example, the following case. First, when the traveling path estimation means estimates the traveling path from the turning state of the host vehicle detected based on the steering angle or yaw rate of the host vehicle, the turning radius may be small. In addition, since the steering angle can only be obtained relatively, learning of straight-ahead determination for finding the neutral position is necessary, but it is considered that the estimation error is large even when the straight-ahead determination learning is not sufficient. Alternatively, it is considered that the estimation error is large even when the rear wheel steering system is operating.
[0017]
  Claims6As shown in FIG. 4, when the preceding vehicle is located at a short distance (for example, within 10 m), deceleration control may be permitted regardless of the collision determination. That is, even if it is determined that there is no possibility of a collision, the execution of the deceleration control is permitted. Since this is a close distance, even if deceleration control is executed, the driver does not feel uncomfortable. Further, when the preceding vehicle approaches slowly, the relative speed calculation value may be buried in noise, and there is a possibility that deceleration control is not allowed unnecessarily due to the influence of collision determination accuracy. Therefore, the deceleration control is permitted at a short distance regardless of the collision determination. Even in this case, since there is no influence of the error of the traveling path estimation at a short distance, a correct preceding vehicle can be selected, so that no particular problem occurs.
[0018]
  On the other hand, as an inter-vehicle warning device that achieves the above-mentioned object,7-12The following can be considered. Claims 1 to6In this case, by taking into account the concept of collision determination, acceleration control or control to the deceleration side is executed, and cruise control that matches the driver's feeling is realized.7-12Then, the application target was changed from inter-vehicle control to inter-vehicle warning. In the case of claim 11, not only the warning determination value (first warning determination value) for the preceding vehicle, but also the warning determination value (second warning determination value) when the collision object is assumed to be the preceding vehicle. ConsiderWhen the second alarm judgment value has a higher degree of alarm necessity than the first alarm judgment value, the first alarm judgment value is considered and the second alarm judgment value is taken into account. Based on alarm judgment value corrected in the direction of increasing degreePerform inter-vehicle warning. ThisIn this way, there is a situation where a warning is given to the collision object earlier than the warning timing for the preceding vehicle, and if the collision object is actually a front object on the own lane, Become.
[0019]
  In addition, OppositionTaking into account the degree of approach that the projecting object comes to the vehicle and the accuracy of the collision possibility determination, adding the collision determination to the execution permission determination of the inter-vehicle alarm itself, etc.Cruise control equipmentSince it is the same idea as the case of, it will not be repeated here.
[0020]
  Claims13Or claims14As shown in the figure, the object recognition means of the cruise control device, the traveling path estimation means, the preceding vehicle selection means, the cruise control means and the collision determination means in a computer system function, or the object recognition means of the inter-vehicle warning device, the traveling path The function of realizing the estimation means, the preceding vehicle selection means, the inter-vehicle warning means, and the collision determination means in the computer system can be provided as a program that is activated on the computer system side, for example. In the case of such a program, for example, the program is recorded on a computer-readable recording medium such as a flexible disk, a magneto-optical disk, a CD-ROM, and a hard disk, and is used by being loaded into a computer system and started up as necessary. it can. In addition, the ROM or backup RAM may be recorded as a computer-readable recording medium, and the ROM or backup RAM may be incorporated into a computer system and used.
[0021]
DETAILED DESCRIPTION OF THE INVENTION
FIG. 1 mainly illustrates an inter-vehicle distance control electronic control device 2 (hereinafter referred to as “inter-vehicle control ECU”) and a brake electronic control device 4 (hereinafter referred to as “brake ECU”) to which the above-described invention is applied. It is a block diagram showing schematic structure of the various control circuits mounted in the motor vehicle shown.
[0022]
The inter-vehicle control ECU 2 is an electronic circuit mainly composed of a microcomputer, and includes a current vehicle speed (Vn) signal, a steering angle (str-eng, S0) signal, a yaw rate signal, a target inter-vehicle time signal, wiper switch information, idle Control state signals such as control and brake control are received from the engine electronic control unit 6 (hereinafter referred to as “engine ECU”). Then, the inter-vehicle control ECU 2 performs inter-vehicle control calculation and inter-vehicle alarm calculation based on the received data.
[0023]
The laser radar sensor 3 is an electronic circuit mainly composed of a laser scanning range finder and a microcomputer. The laser radar sensor 3 receives the angle and distance of the preceding vehicle detected by the scanning range finder and the inter-vehicle distance control ECU 2. Based on the current vehicle speed (Vn) signal, curve curvature radius (estimated R), etc., the preceding vehicle information including the relative speed and the like is calculated by calculating the own lane probability of the preceding vehicle as a function of the inter-vehicle distance control device. Is transmitted to the inter-vehicle distance control ECU 2. The diagnostic signal of the laser radar sensor 3 itself is also transmitted to the inter-vehicle control ECU 2.
[0024]
The scanning distance measuring device scans and radiates a transmission wave or laser light within a predetermined angle range in the vehicle width direction, and based on the reflected wave or reflected light from the object, the distance between the vehicle and the front object is a scan angle. It is possible to detect corresponding to.
Further, the inter-vehicle control ECU 2 determines the preceding vehicle to be subjected to the inter-vehicle distance control based on the own vehicle lane probability calculated based on the preceding vehicle information received from the laser radar sensor 3 in this way, and the inter-vehicle distance from the preceding vehicle A target acceleration signal, a fuel cut request signal, an OD cut request signal, a third speed downshift request signal, and a brake request signal are transmitted to the engine ECU 6 as control command values for appropriately adjusting the engine speed. Further, it determines whether an alarm has occurred and transmits an alarm sound request signal or transmits an alarm sound release request signal. Further, a diagnosis signal, a display data signal, and the like are transmitted.
[0025]
The brake ECU 4 is an electronic circuit that is configured around a microcomputer, and detects a steering sensor 8 that detects the steering angle of the vehicle, a yaw rate sensor 10 that detects the yaw rate indicating the turning state of the vehicle, and the speed of each wheel. A steering angle and a yaw rate are obtained from the wheel speed sensor 12, and these data are transmitted to the inter-vehicle control ECU 2 via the engine ECU 6, or a pressure increase control valve / pressure reduction provided in a brake hydraulic circuit for controlling the braking force. The brake actuator 25 that controls the opening / closing of the control valve is controlled. The brake ECU 4 sounds the alarm buzzer 14 in response to an alarm request signal from the inter-vehicle control ECU 2 via the engine ECU 6.
[0026]
The engine ECU 6 is an electronic circuit mainly composed of a microcomputer, and includes a throttle opening sensor 15, a vehicle speed sensor 16 as vehicle speed detection means for detecting vehicle speed, a brake switch 18 for detecting whether or not the brake is depressed, and cruise. Detection signals from the control switch 20, the cruise main switch 22, and other sensors and switches, or wiper switch information and tail switch information received via the body LAN 28 are received. Further, the steering angle (str-) from the brake ECU 4 is received. eng, S0) signal, yaw rate signal, target acceleration signal from the inter-vehicle distance control ECU 2, fuel cut request signal, OD cut request signal, third speed shift down request signal, brake request signal, alarm request signal, diagnosis signal, display data It is receiving the signal, and the like.
[0027]
The engine ECU 6 adjusts the throttle actuator 24 for adjusting the throttle opening of the internal combustion engine (in this case, the gasoline engine) as the drive means according to the operating state determined from the received signal, and the actuator drive stage of the transmission 26. In response to this, a drive command is output. With these actuators, it is possible to control the output, braking force or shift shift of the internal combustion engine. The transmission 26 in the present embodiment is a 5-speed automatic transmission, the 4-speed reduction ratio is set to “1”, and the 5-speed reduction ratio is smaller than the 4-speed (for example, 0.7). The so-called 4-speed + overdrive (OD) configuration is set. Therefore, when the above-described OD cut request signal is issued, if the transmission 26 is shifted to the fifth speed (that is, the overdrive shift position), it is shifted down to the fourth speed. When a downshift request signal is issued, the transmission 26 is shifted down to the third speed if the transmission 26 is shifted to the fourth speed. As a result, a large engine brake is generated by these downshifts, and the vehicle is decelerated by the engine brake.
[0028]
Further, the engine ECU 6 transmits necessary display information to a display device (not shown) such as an LCD provided in the dashboard via the body LAN 28 for display or displays the current vehicle speed (Vn). ) Signal, steering angle (str-eng, S0) signal, yaw rate signal, target inter-vehicle time signal, wiper switch information signal, idle control and brake control state signals are transmitted to the inter-vehicle control ECU 2.
[0029]
FIG. 2 is a flowchart showing a part of the processing executed by the inter-vehicle control ECU 2, and here shows the processing until obtaining the target acceleration as the inter-vehicle control amount. In the first step S1000, laser radar data such as data relating to a preceding vehicle is received from the laser radar sensor 3. In subsequent S2000, engine ECU data such as the current vehicle speed (Vn) and the target inter-vehicle time is received from the engine ECU 6.
[0030]
Based on these received data, collision determination (S3000), calculation of the radius of the vehicle considered (S4000), calculation of the own lane probability Pn (S5000), selection of the preceding vehicle (S6000), target acceleration calculation (S7000), and target acceleration correction Each process of (S8000) is executed.
[0031]
Next, details of each process shown in S3000 to S8000 will be described in order.
First, the collision determination in S3000 will be described with reference to FIG.
This process determines whether or not the object is likely to collide with the host vehicle when focusing on the movement of the front object. Specifically, the trajectory of the front object is tracked, the current collision curve radius Rs is calculated assuming that the trajectory is an arc, and it is determined whether or not a trajectory that collides with the host vehicle is taken. The process of calculating the collision curve radius Rs is performed, for example, as in the following procedures (1) to (3). In addition, as shown to Fig.3 (a), it demonstrates that the locus | trajectory of the same stationary object will be obtained as B0-B4 at each time. Also, consider a locus in XY orthogonal coordinates with the laser radar center as the origin (0, 0), the vehicle width direction as the X axis, and the vehicle forward direction as the Y axis.
[0032]
(1) The coordinates of five points used for calculating the collision curve radius Rs are selected as follows.
As shown in (a), five coordinates of the left end, the center, and the right end at each time point are calculated. This state is shown in FIG. ○ is the left end, × is the center, and ● is the right end.
(B) For each of the left end, the center, and the right end, five points are connected by a line segment (X = aY + b) obtained using the least square method. In FIG.3 (b), it shows with the line segments L, C, and R, respectively.
[0033]
(C) For each of the left end, the center, and the right end, the square of the difference between the five points and the line segment is calculated, and each sum St is obtained as in the following equation 1.
St-Σ (aYj + b-Xj)²... [Formula 1]
(D) Among the left end, the center, and the right end, the one having the smallest total St obtained in (c) is selected, and the coordinates of these five points are used for calculating the collision curve radius Rs. That is, five points at the left end, the center, or the right end of the object are selected.
[0034]
However, as an exception, the right end is always selected when the current center X coordinate <−2 m, and the left end is always selected when the current center X coordinate> 2 m.
(2) Line segment approximation of trajectory
The coordinates of both ends (Xt, Yt) and (Xb, Yb) of the line segment obtained in (b) of (1) by the five points selected in (1) above (shown in FIG. 3 (a)). Ask for.
[0035]
(3) Collision curve radius Rs calculation
From the coordinates (Xt, Yt) and (Xb, Yb) of both ends obtained in (2) above, the collision curve radius Rs is obtained by solving the simultaneous equations of the following equations 2 and 3.
Xt−Xz = Yt²/ 2R ... [Formula 2]
Xb-Xz = Yb²/ 2R ... [Formula 3]
The circle equation is uniquely determined by passing through two points (Xt, Yt), (Xb, Yb) and orthogonal to the X axis of the coordinates of the vehicle center at the point (Xz, 0). The equation of the circle is approximated by a parabola under the assumption of | X | << | Y |, | X | << | R |.
[0036]
However, as shown in FIG. 3C, when both B0 and B4 exist in the region E, the processing of (2) and (3) is not performed, and R = ∞.
When the absolute value of Xz obtained in this way is less than a predetermined value, the front object having the collision curve radius Rs is. It is determined that the object may collide with the host vehicle.
[0037]
Next, the own vehicle curve radius calculation subroutine in S4000 will be described with reference to the flowchart of FIG.
In the first step S4100, it is determined whether or not the current vehicle speed Vn is 40 km / h or higher. If the current vehicle speed Vn is 40 km / h or more (S4100: YES), then the absolute steering angle str is calculated (S4200). This absolute steering angle str is a difference between the measured steering angle str # eng and the steering neutral position Sc. Then, the own vehicle curve radius R is calculated using the absolute steering angle str.
The curve radius R can be generally calculated by the following equation 4.
R = L × (1 + K × Vn²) X N / str ... [Formula 4]
L is the wheelbase, K is the stability factor, N is the steering gear ratio
Instead of the above theoretical formula, an empirical formula may be used, or a value obtained by dividing the vehicle speed Vn by the yaw rate may be used.
[0038]
Next, the own lane probability Pn calculation subroutine in S5000 will be described with reference to the flowchart of FIG.
In the own lane probability Pn calculation process (S5000), first, an instantaneous own lane probability P0 is calculated (S5100). In the calculation of the instantaneous own lane probability P0, first, the position of the target is converted into a position when traveling on a straight road. That is, when the center position / object width data of the original target is (X0, Y0, W0), the straight road conversion position / object width data (X, Y, W) is obtained by the following conversion formula. (See FIG. 5 (a)).
X ← X0 -Y0²/ 2R ... [Formula 5]
Y ← Y0 ... [Formula 6]
W ← W0 ... [Formula 7]
R: Curve radius obtained in S4000
Right curve: Sign positive
Left curve: negative sign
The circle equation was approximated under the assumption of | X | << | R |, Y. Further, when the laser radar sensor 5 is attached at a position away from the vehicle center, the X coordinate is corrected so that the vehicle center is the origin. In other words, here, only the X coordinate is substantially converted.
[0039]
The center position / object width data (X, Y, W) obtained by converting into a straight path in this way is arranged on the own lane probability map shown in FIG. 5, and the instantaneous own lane probability of each object, that is, The probability of existing in the own lane at that time is obtained. The probability exists because the curve radius R obtained in S4000 is a value estimated from the recognized target or the steering angle, and there is an error between the curvature radius of the actual curve. In order to perform control in consideration of the error, the instantaneous own lane probability of each object is obtained here.
[0040]
In FIG. 5, the horizontal axis is the X axis, that is, the left-right direction of the own vehicle, and the vertical axis is the Y axis, ie, the front of the own vehicle. In the present embodiment, a region up to 5 m left and right and 100 m ahead is shown. Here, the areas are area a (own lane probability 80%), area b (own lane probability 60%), area c (own lane probability 30%), area d (own lane probability 100%), and other areas ( The lane probability is 0%. The setting of this area is determined by actual measurement. In particular, the area d is an area set by considering an interruption immediately before the host vehicle.
[0041]
The boundary lines La, Lb, Lc, and Ld that divide the regions a, b, c, and d are given by, for example, the following equations 8 to 11. The boundary lines La ′, Lb ′, Lc ′, and Ld ′ are symmetric with respect to the boundary lines La, Lb, Lc, and Ld on the Y axis.
La: X = 0.7 + (1.75-0.7) ・ (Y / 100)²               ... [Formula 8]
Lb: X = 0.7 + (3.5-0.7) ・ (Y / 100)²               ... [Formula 9]
Lc: X = 1.0 + (5.0-1.0) ・ (Y / 100)²               ... [Formula 10]
Ld: X = 1.5 · (1-Y / 60) [Formula 11]
When this is expressed by a general formula, the following formulas 12 to 15 are obtained.
La: X = A1 + B1 ・ (Y / C1)²                         ... [Formula 12]
Lb: X = A2 + B2 ・ (Y / C2)²                         ... [Formula 13]
Lc: X = A3 + B3 ・ (Y / C3)²                         ... [Formula 14]
Ld: X = A4 · (B4-Y / C4) ... [Formula 15]
In general, the areas are set so as to satisfy the following expressions 16 to 18 from these expressions 12 to 15. The actual value is determined by experiment.
A1 ≦ A2 ≦ A3 <A4 [Equation 16]
B1 ≦ B2 ≦ B3 and B4 = 1 [Equation 17]
C1 = C2 = C3 (C4 has no restriction) [Equation 18]
Note that the boundary lines La, Lb, Lc, La ′, Lb ′, and Lc ′ in FIG. 5 are parabolas from the viewpoint of calculation processing speed, but if the processing speed permits, it is better to represent them by arcs. The boundary lines Ld and Ld ′ are also better represented by a parabola or arc bulging outward if the processing speed permits.
[0042]
Next, the straight road conversion position of each target is collated with the own lane probability map of FIG. By comparing with the map in the following manner, the own lane probability instantaneous value P0 is obtained.
(1) Object having even a small area d → P0 = 100%
(2) Object whose center exists in area a → P0 = 80%
(3) Object whose center exists in region b → P0 = 60%
(4) Object whose center exists in region c → P0 = 30%
(5) Object that does not satisfy all of (1) to (4) above → P0 = 0%
After calculating the own lane probability instantaneous value P0 for each target, next, filter processing is performed using the following equation (S5200). Here, α is a parameter depending on the distance Y, and is obtained using the map of FIG. The initial value of the own lane probability is 0%.
Own lane probability ← Own lane probability previous value × α + Own lane probability instantaneous value × (1-α)
Next, a limit is set for the own lane probability, and a final own lane probability Pn is determined (S5300). The limits are set as follows:
[0043]
(1) When the recognition type is a moving object, it is set as the own lane probability Pn as obtained by collating with the map.
(2) When the recognition type is a stationary object, the maximum value of the own lane probability Pn is set to 20% if any of the following conditions (a) to (e) is satisfied.
[0044]
(A) Y0> 40m and W0 <1.4m
(B) Y0> 30 m and W0 <1.2 m
(C) Y0> 20 m and W0 <1.0 m
(D) Less than 1 second after recognition (less than 5 scans)
(E) Among other moving objects, there is an object whose own lane probability P ≧ 50% and is recognized longer than itself.
[0045]
As described above, the own lane probability Pn of each object is calculated (S5000).
Next, the preceding vehicle selection subroutine at S6000 will be described with reference to the flowchart of FIG.
In the first step S6100, a preceding vehicle candidate group is extracted. This process is a process for extracting all target data received from the laser radar sensor 3 whose own lane probability is greater than a predetermined value.
[0046]
In subsequent S6200, it is determined whether there is a preceding vehicle candidate. If there is no preceding vehicle candidate (S6200: NO), data when the preceding vehicle is not recognized is set as preceding vehicle data (S6500), and this processing routine is terminated. On the other hand, if there is a preceding vehicle candidate (S6200: YES), the process proceeds to S6300, and the target having the smallest inter-vehicle distance is selected as the preceding vehicle. Thereafter, the process proceeds to S6400, the target data selected in S6300 is set as the preceding vehicle data, and this processing routine is terminated.
[0047]
Next, the target acceleration calculation subroutine in S7000 will be described with reference to the flowchart of FIG.
In first step S7100, it is determined whether or not the preceding vehicle is being recognized. If the preceding vehicle is being recognized (S7100: YES), the process proceeds to S7200 to calculate the intervehicular deviation ratio. This inter-vehicle deviation ratio (%) is a value obtained by dividing a value obtained by subtracting the target inter-vehicle distance from the current inter-vehicle distance (inter-vehicle deviation) by the target inter-vehicle and multiplying by 100. Here, by making the target vehicle distance variable according to the vehicle speed, it is possible to more closely match the driver's feeling. In subsequent S7300, the relative speed is calculated.
[0048]
In subsequent S7400, the value of the control map shown in FIG. 8B is obtained as the target acceleration based on the two parameters of the inter-vehicle deviation ratio and the relative speed obtained in S7200 and S7300.
In addition, the control map of FIG.8 (b) has seven values of -96, -64, -32, 0, 32, 64, 96 as an inter-vehicle deviation ratio (%), and 16 as relative speed (Km / h). The target acceleration AT for six values of 8, 0, -8, -16, and -24 is shown. For values that are not shown as map values, values calculated by linear interpolation are adopted in the map. The value at the end of the map is adopted outside the map. Even when the values in the map are used, it is also conceivable to apply predetermined upper and lower limit guards.
[0049]
On the other hand, if the preceding vehicle is not being recognized (S7100: NO), the value when the preceding vehicle is not recognized is set as the target acceleration (S7500).
Next, the target acceleration correction subroutine in S8000 will be described with reference to the flowchart of FIG.
[0050]
In first step S8110, it is determined whether or not a preceding vehicle is currently selected. If the preceding vehicle is not being selected (S8110: NO), it is determined based on the result of S3000 whether or not a collision object exists (S8120). If a collision object exists (S8120: YES), it is determined whether or not a condition for determining that the driver does not want to accelerate is satisfied (S8130). This condition is expressed by the following equation using the distance Ds (m) to the collision object and the relative velocity Vrs (m / s).
Ds <−3 × Vrs + 30 (Vrs <0)
Coefficients -3 and 30 in this equation are determined as follows in the case of the present embodiment. That is, the driving by the driver is actually performed, the relative speed Vrs is changed in various ways, and the distance Ds (with the front object) when the accelerator is started to be loosened is acquired. As a result of interpolating the relationship between the distance Ds and the relative speed Vrs with a straight line, a coefficient −3 is obtained as the slope of the straight line, and a coefficient 30 is obtained as the distance Ds when the relative speed Vrs = 0. On the other hand, it is a condition that the relative speed Vrs is negative. However, if the relative speed Vrs is 0 or positive, the front object is moving away from the host vehicle, or at least a constant distance is maintained. I didn't include it in the "situation I don't want to accelerate" here.
[0051]
Therefore, when there is a collision object that satisfies this condition (S8130: YES), there is a situation in which the user does not want to accelerate due to the presence of the collision object. Set (S8140). This upper limit guard value is obtained as a function of the distance Ds and the relative speed Vrs (f = (Ds, Vrs)).
[0052]
On the other hand, if the collision object itself does not exist (S8120: NO), or if the above condition is not satisfied even if the collision object itself exists (S8130: NO), the target acceleration is not corrected (S8150). ).
S8120 to S8150 dealt with the case where the preceding vehicle is not being selected. On the other hand, when the preceding vehicle exists (S8110: YES), the processing shown in S8160 to S8210 is executed. First, it is determined whether or not there is a collision object other than the preceding vehicle (S8160), and if there is a collision object other than the preceding vehicle (S8160: YES), the driver is satisfied with the deceleration control. It is determined whether or not a condition for determining is satisfied (S8170). This condition is expressed by the following equation using Ds and Vrs, as in the case of S8130 described above.
Ds <−2 × Vrs + 27 (Vrs <0)
Coefficients -2 and 27 in this expression are also obtained in the same manner as the conditional expression in S8130 described above. That is, the driving by the driver is actually performed, the relative speed Vrs is changed variously, and the distance Ds (with the front object) when the brake is started is acquired. As a result of interpolating the relationship between the distance Ds and the relative speed Vrs with a straight line, a coefficient −2 is obtained as the slope of the straight line, and a coefficient 27 is obtained as the distance Ds when the relative speed Vrs = 0. The reason that the relative speed Vrs is negative is the same as in the above-described case of S8130. When the relative speed Vrs is 0 or positive, the front object is moving away from the own vehicle or at least. Since a certain distance is maintained, it is difficult for the driver to conversely perform the deceleration control. For this reason, it was not included in the “satisfied situation for the driver even with deceleration control”.
[0053]
Therefore, when there is a collision object that satisfies this condition (S8160: YES), there is a situation where it is satisfactory even if the deceleration control is performed because of the presence of the collision object. Therefore, the target acceleration (referred to as target acceleration 2) for the collision object is calculated (S8190), and the target acceleration 2 is smaller than the target acceleration (referred to as target acceleration 1) for the preceding vehicle calculated in S7000 of FIG. Whether or not (S8200). If target acceleration 1> target acceleration 2 (S8200: YES), target acceleration 2 is selected (S8210). If target acceleration 1 ≦ target acceleration 2 (S8200: NO), target acceleration 1 is selected. (S8180). In other words, because the existence of a collision object is present, a situation that can be convinced even if deceleration control is performed occurs. Therefore, the target acceleration 1 for the preceding vehicle and the target acceleration 2 for the collision object are smaller (that is, on the deceleration side). This is the process of selecting the one that acts on the.
[0054]
If there is no collision object other than the preceding vehicle (S8160: NO), or if the collision object itself does not satisfy the above condition (S8170: NO), the target acceleration 1 is selected ( S8180).
After obtaining the target acceleration in this way (S7000) and further correcting (S8000), a deceleration request determination is made based on the target acceleration or an alarm occurrence determination is made. Deceleration request determination is a process of sequentially determining each of a fuel cut request, an OD cut request, a third speed downshift request, and a brake request, and establishing or releasing each request when a predetermined condition is satisfied. . Further, the alarm generation determination is, for example, calculated as an alarm distance Dw = f (own vehicle speed, relative speed) according to the own vehicle speed and the relative speed, and an alarm is generated if the distance between the vehicles is shorter than the alarm distance. This is a process of establishing a request and then canceling the alarm request when the inter-vehicle distance becomes equal to or less than the alarm distance.
[0055]
Thereafter, data such as the current vehicle speed (Vn) and estimated R are transmitted to the laser radar sensor 3 side, and target acceleration, fuel cut request, OD cut request, third speed shift down request, brake request are transmitted to the engine ECU 6. Send data such as alarm request.
[0056]
In the present embodiment, the laser radar sensor 3 corresponds to an object recognition unit, and the inter-vehicle distance control ECU 2 corresponds to a travel path estimation unit, a preceding vehicle selection unit, a cruise control unit, and a collision determination unit. The target acceleration 1 corresponds to a “first control amount”, and the target acceleration 2 corresponds to a “second control amount”.
[0057]
The effect which the system of this embodiment demonstrated above demonstrates is demonstrated.
In the control system of this embodiment, if the preceding vehicle is not being recognized (S7100: NO in FIG. 8), the value when the preceding vehicle is not recognized is set as the target acceleration (S7500) and the vehicle speed is set to run at a constant speed at the set vehicle speed. Execute control. However, it is conceivable that the preceding vehicle is selected incorrectly and there is actually an object that should be the preceding vehicle on the same lane as the host vehicle. That is, as shown in FIG. 4A, the turning state of the host vehicle is detected based on the steering angle, and the traveling path is estimated from the turning state. For this reason, as shown in FIG. 10 (b), an error in steering flutter and a traveling path estimation situation becomes large, so that the estimated traveling path does not coincide with the lane in which the host vehicle is actually traveling. There may be a situation where it is delayed to select an object to be a car as a preceding car.
[0058]
Therefore, in this embodiment, such an object that should originally be the preceding vehicle can be recognized as a collision object, so there is a collision object (S8120: YES), and if the collision object is a preceding vehicle, the driver accelerates. If the condition that is not desired is satisfied (S8130: YES), an upper limit guard for the target acceleration is set (S8140). In other words, if there is an object that is determined not to be adopted as a preceding vehicle based on the estimated traveling path information but is considered to be likely to collide with the host vehicle, the vehicle is accelerated more than usual. Suppresses vehicle speed control. As a result, for example, even if there is an object that should be the preceding vehicle in the same lane as the own vehicle but it is not selected as the preceding vehicle, improper acceleration is suppressed, which makes the driver feel better The matched cruise control is executed.
[0059]
Further, even if the preceding vehicle is being recognized (S7100: YES in FIG. 8), the preceding vehicle selection is wrong, and as shown in FIG. 10 (a), for example, a vehicle traveling in the adjacent lane is set as the preceding vehicle. When the vehicle is selected and further away from the host vehicle, the host vehicle accelerates in an attempt to follow the vehicle distance control. However, if there is a vehicle that should originally be the preceding vehicle on the same lane as the own vehicle and the speed of the vehicle is the same or lower than that of the own vehicle, the vehicle will approach the original preceding vehicle. Not.
[0060]
Therefore, in the present embodiment, such an object that should originally be the preceding vehicle can be recognized as a collision object. Therefore, there is a collision object other than the (misrecognized) preceding vehicle (S8160: YES), and the collision object is further ahead. If the vehicle satisfies a condition that is satisfactory to the driver even if the vehicle is decelerated (S8170: YES), the target acceleration 1 for the preceding vehicle (which has been misrecognized), the target acceleration 2 for the collision object, Of these, the smaller one, that is, the target acceleration to be controlled on the deceleration side is adopted (S8180 to S8210). Accordingly, inappropriate acceleration is suppressed or more appropriate deceleration is performed, and cruise control that matches the driver's feeling is executed.
[0061]
Further, in both cases where the preceding vehicle is selected or not, in the case of the present embodiment, there is merely a collision object (S8120: YES, S8160: YES), and the corresponding processing. (For example, the upper limit guard setting of the target acceleration in S8140 is not performed), but the degree of approach that the collision object comes toward the host vehicle is taken into account (S8130, S8170). Thereby, if the approaching degree of the collision object is low, acceleration suppression is refrained (S8130: shift to S8150 by NO), or the process itself for selecting the higher deceleration degree is not executed (S8170: shift to S8180 by NO). Thus, it is possible to prevent acceleration suppression or deceleration behavior that is incomprehensible to the driver of the vehicle.
[0062]
[Others]
(1) Since there may be a plurality of collision objects, in that case, the processing in FIG. 9 may be performed as follows. First, regarding the process of S8130 when the preceding vehicle is not selected, determination is made for each of a plurality of collision objects, and if there is even one collision object that satisfies the conditions of S8130, the process of S8140 is executed. It is possible. In addition, there may be a plurality of collision objects that satisfy the condition of S8130, and the degree of approach of the collision object to the own vehicle may be different. Therefore, for example, the determination condition of S8130 is a condition when the degree of approach is the lowest, and one or more conditions for determining a situation with a higher degree of approach are set, exceeding the determination condition for the highest degree of approach The upper limit guard in S8140 may be set based on the collision object. As described above, since the upper limit guard value is obtained as a function of the distance Ds and the relative speed Vrs, when there is a collision object with a higher degree of approach, acceleration suppression is more aggressively performed corresponding to the collision object. Therefore, the driver can be relieved.
[0063]
On the other hand, the processing of S8170 when the preceding vehicle is being selected is the same as described above, assuming that the determination condition of S8170 is the condition when the degree of approach is the lowest, and the conditions for determining the situation with the higher degree of approach are the same. It is conceivable to set at least two and calculate the target acceleration for the collision object exceeding the determination condition of the highest approach degree in S8190. Alternatively, the target acceleration may be calculated for each of a plurality of collision objects that satisfy the condition of S8170, and the target acceleration that acts most on the deceleration side including the target acceleration for the preceding vehicle may be selected.
[0064]
(2) In the above embodiment, the target acceleration for the inter-vehicle distance control and the vehicle speed control is set in consideration of the presence of the collision object. Specifically, target acceleration correction is performed in S8000 with a collision object added to the target acceleration calculated in S7000 of FIG. On the other hand, whether or not to execute the deceleration control in the inter-vehicle distance control may be determined in consideration of the collision determination. Two examples in this case are given.
[0065]
A first example will be described with reference to FIG.
As shown in the flowchart of FIG. 11A, in the first step S9010, it is determined whether or not a preceding vehicle is currently selected. If the preceding vehicle is not being selected (S9010: NO), the inter-vehicle distance control is not performed. As a result, there is no aspect in which the deceleration control should be executed, and the deceleration control is not permitted (S9060).
[0066]
On the other hand, when the preceding vehicle is being selected (S9010: YES), it is determined whether or not the error in estimating the traveling path is large (S9020). This “when it is determined that the estimation error is large” means, for example, when the method of calculating the turning radius (curve radius) using the steering angle is used, when straight learning is not sufficient, or when the turning radius is small Is mentioned. Alternatively, it is considered that the estimation error is large even when the rear wheel steering system is operating.
[0067]
When the error in the travel path estimation is large (S9020: YES), it is determined whether or not the collision determination is established for the preceding vehicle (S9030), and when the collision determination is established (S9030). : YES), deceleration control is permitted (S9040). If the collision determination is not established (S9030: NO), it is determined whether the distance D to the preceding vehicle is less than 10 m (S9050). When the distance D to the preceding vehicle is less than 10 m (S9050: YES), deceleration control is permitted (S9040), and when it is 10 m or more (S9050: NO), deceleration control is not permitted (S9060). ).
[0068]
On the other hand, when the travel path estimation error is small (S9020: NO), deceleration control is permitted (S9040).
By doing so, in a situation where there is a large error in the estimation of the traveling path and there is a relatively high possibility that the preceding vehicle is selected incorrectly, deceleration control is not permitted unless a collision determination is established for the preceding vehicle. In other words, for example, even if a vehicle traveling in the adjacent lane is selected as the preceding vehicle, it will not be decelerated unless it is a collision object, so it can prevent erroneous deceleration, and the cruise that matches the driver's feeling. Control will be executed.
[0069]
Here, with reference to FIG.11 (b), the specific condition which exhibits the effect is demonstrated. The situation shown in the figure should not exist on the traveling path if the traveling path is estimated correctly, but because the error in the traveling path estimation itself is large (S9020: YES), the vehicle actually travels in the adjacent lane. This shows a situation in which a certain vehicle is erroneously selected as a preceding vehicle. Even in that case, since the collision determination is not established for the erroneously selected preceding vehicle (S9030: NO), basically, deceleration control is not permitted (S9060). Here, “basically” means that even if the preceding vehicle is considered to have been selected by mistake due to the large travel path estimation error, it is present at a short distance from the own vehicle (S9050: This is because the deceleration control is permitted (S9040). This is because the selection of the preceding vehicle is not mistaken as long as the traveling path estimation error is not extremely large at a short distance.
[0070]
A second example will be described with reference to FIG.
As shown in the flowchart of FIG. 12A, in the first step S9110, it is determined whether or not a preceding vehicle is currently selected. If the preceding vehicle is not being selected (S9110: NO), the inter-vehicle distance control is not performed. As a result, there is no aspect in which the deceleration control should be executed, and the deceleration control is not permitted (S9150).
[0071]
On the other hand, when the preceding vehicle is being selected (S9110: YES), it is determined whether or not the collision determination is established for the preceding vehicle (S9120), and if the collision determination is established. (S9120: YES), deceleration control is permitted (S9130). If the collision determination is not established (S9120: NO), it is determined whether the distance D to the preceding vehicle is less than 10 m (S9140). When the distance D to the preceding vehicle is less than 10 m (S9140: YES), deceleration control is permitted (S9130), and when it is 10 m or more (S9140: NO), deceleration control is not permitted (S9150). ).
[0072]
Here, with reference to FIG.12 (b), the specific condition which exhibits the effect is demonstrated. The situation shown in the figure shows a situation in which the estimation of the traveling route itself has a small error, but due to the influence of the road shape, the vehicle actually traveling in the adjacent lane is erroneously selected as the preceding vehicle. . That is, if the vehicle is traveling straight, but the road is curved ahead, the vehicle is present on the traveling destination, that is, on the traveling path. Therefore, although it selects as a preceding vehicle, it is not actually on the own lane. In that case, since the collision determination is not established for the erroneously selected preceding vehicle (S9120: NO), basically, deceleration control is not permitted (S9150). In this way, even if a vehicle traveling in the adjacent lane is selected as the preceding vehicle, it is not controlled to decelerate unless it is a collision object, so erroneous deceleration can be prevented. Cruise control that matches is executed.
[0073]
In the case of this embodiment, the inter-vehicle distance control ECU 2 corresponds to an inter-vehicle alarm means.
(3) In the above embodiment, the example in which the collision determination is applied with respect to the cruise control (the inter-vehicle control or the vehicle speed control) has been described. However, when the distance between the preceding vehicle and the own vehicle becomes smaller than the predetermined alarm distance. May be applied to an inter-vehicle warning device that executes warning processing for a vehicle driver. In other words, in the above embodiment, by considering the concept of collision determination, acceleration control or control to the deceleration side is executed to realize cruise control that matches the driver's feeling. If there is a collision object, it is possible to consider the warning distance to the object. For example, the warning distance when the collision object is assumed to be the preceding vehicle is also obtained, and the warning distance is calculated depending on the warning distance for the preceding vehicle and the warning distance when the collision object is assumed to be the preceding vehicle. The alarm process may be executed based on the alarm distance with the greater necessity level. In this way, there is a situation where a warning is given to the collision object earlier than the warning timing for the preceding vehicle, and when the collision object is actually a forward object on the own lane, Become.
[0074]
In addition, in the same way as in the case of the cruise control described above, the degree of approach of the collision object toward the host vehicle and the accuracy of the collision possibility determination are added, and the collision determination is added to the execution permission determination of the inter-vehicle warning itself. Applicable to.
(4) In the above embodiment, the target acceleration is used as an example of the inter-vehicle control amount. However, other than that, an acceleration deviation (target acceleration-actual acceleration), a target speed, a target torque, or a target relative speed may be used.
[0075]
(5) As the speed reduction means, those that can be employed, including those described in the above-described embodiments, are listed. What is performed by adjusting the brake pressure of the brake device, fuel cut control for preventing fuel from being supplied to the internal combustion engine, and prohibiting the automatic transmission connected to the internal combustion engine from being in the overdrive shift position Overdrive cut control, shift down control for shifting down the automatic transmission from a high shift position, ignition retard control for delaying the ignition timing of the internal combustion engine, and a torque converter provided in the automatic transmission is locked up This is performed by executing lock-up control, exhaust brake control for increasing the flow resistance of exhaust from the internal combustion engine, and retarder control.
[0076]
(6) In the above embodiment, the inter-vehicle distance is used as it is, but the same can be realized by using the inter-vehicle time obtained by dividing the inter-vehicle distance by the vehicle speed. In other words, a control map for target acceleration with relative speed and inter-vehicle time deviation ratio as parameters is prepared, and at the time of control, target acceleration is calculated based on the relative speed and inter-vehicle time deviation ratio at that time, and inter-vehicle control is performed. Is executed. Note that the alarm distance may be similarly converted to the concept of time.
[Brief description of the drawings]
FIG. 1 is a block diagram of a control system according to an embodiment.
FIG. 2 is a flowchart showing a main process executed by an inter-vehicle distance control ECU.
FIG. 3 is an explanatory diagram for obtaining a trajectory of a collision object in the collision determination process executed in the main process of FIG. 2;
4A is a flowchart showing own vehicle curve radius calculation processing executed in the main processing of FIG. 2, and FIG. 4B is a flowchart showing own lane probability calculation processing.
FIG. 5A is an explanatory diagram when converting each target position to a position when traveling on a straight road, and FIG. 5B is an explanatory diagram of a map of a parameter α for obtaining the own lane probability.
FIG. 6 is an explanatory diagram of an own lane probability map.
7 is a flowchart showing a preceding vehicle selection process executed in the main process of FIG.
8A is a flowchart showing a target acceleration calculation process executed during the main process of FIG. 2, and FIG. 8B is an explanatory diagram of a control map.
FIG. 9 is a flowchart showing a target acceleration correction process executed in the main process of FIG.
FIG. 10 is an explanatory diagram of a situation where the effect of the embodiment is exhibited.
FIG. 11A is a flowchart showing deceleration control permission processing in another embodiment (first example), and FIG. 11B is a description of an aspect in which the effect of the other embodiment (first example) is exhibited. FIG.
FIG. 12A is a flowchart showing a deceleration control permission process in another embodiment (second example), and FIG. 12B is a description of an aspect in which the effect of the other embodiment (second example) is exhibited. FIG.
[Explanation of symbols]
2. Electronic control device for inter-vehicle distance control (inter-vehicle control ECU)
3 ... Laser radar sensor
4 ... Brake electronic control unit (brake ECU)
6. Engine electronic control unit (engine ECU)
8 ... Steering sensor
10 ... Yaw rate sensor
12 ... Wheel speed sensor
14 ... Alarm buzzer
15 ... Throttle opening sensor
16 ... Vehicle speed sensor
18 ... Brake switch
20 ... Cruise control switch
22 ... Cruise main switch
24 ... Throttle actuator
25 ... Brake actuator
26 ... Transmission
28 ... Body LAN

Claims (14)

Acceleration means and deceleration means for accelerating and decelerating the host vehicle;
Object recognition means for calculating at least a relative position and a relative speed with respect to the subject vehicle,
A travel path estimation means for estimating the travel path of the host vehicle;
Preceding vehicle selection means for selecting a preceding vehicle based on the traveling path estimated by the traveling path estimation means and the relative position of the object recognized by the object recognition means;
By driving and controlling the acceleration means and the deceleration means, when a preceding vehicle is selected by the preceding vehicle selecting means, an inter-vehicle control is performed in which the host vehicle follows the selected preceding vehicle and travels. On the other hand, when the preceding vehicle is not selected, cruise control means for executing vehicle speed control for causing the host vehicle to travel at a constant speed at a set vehicle speed;
In a cruise control device comprising:
Based on a temporal change state of the relative position of the object recognized by the object recognition means, comprising a collision determination means for determining whether or not the object has a possibility of a collision with the host vehicle,
The cruise control means executes the vehicle speed control in which acceleration is suppressed more than usual when there is an object with a possibility of collision in a state where the preceding vehicle is not selected by the preceding vehicle selecting means. A cruise control device characterized by that. Acceleration means and deceleration means for accelerating and decelerating the host vehicle;
Object recognition means for calculating at least a relative position and a relative speed with respect to the subject vehicle,
A travel path estimation means for estimating the travel path of the host vehicle;
Preceding vehicle selection means for selecting a preceding vehicle based on the traveling path estimated by the traveling path estimation means and the relative position of the object recognized by the object recognition means;
Cruise control means for performing inter-vehicle control for causing the host vehicle to follow the preceding vehicle selected by the preceding vehicle selecting means by driving and controlling the acceleration means and the deceleration means; and
In a cruise control device comprising:
Based on a temporal change state of the relative position of the object recognized by the object recognition means, comprising a collision determination means for determining whether or not the object has a possibility of a collision with the host vehicle,
When there is an object other than the preceding vehicle and there is a possibility of a collision, the cruise control means uses a control amount for inter-vehicle control for the preceding vehicle selected by the preceding vehicle selecting means. a certain first control amount, taking into account both the second control amount is a control amount for the vehicle control on the assumption that an object that may of the collision is the preceding vehicle, the second When the control amount is a control amount that acts more on the deceleration side than the first control amount, the first control amount is added to the direction that acts on the deceleration side more in consideration of the second control amount. A cruise control device characterized in that the inter-vehicle distance control is executed based on the corrected control amount . In the cruise control device according to claim 1 or 2 ,
The vehicle speed control according to claim 1, wherein the cruise control means is based on at least one of an approaching degree of an object with a possibility of collision toward the host vehicle and an accuracy of the collision possibility determination. The cruise control apparatus according to claim 2, wherein the degree of acceleration suppression is changed, and in the case of claim 2, the degree of considering the second control amount is changed and the degree of correction with respect to the first control amount is changed. In the cruise control device according to any one of claims 1 to 3 ,
The cruise control means selects, when there is a plurality of objects with a possibility of collision, an object having the greatest degree of approach toward the host vehicle as an object to be used for the corresponding process. Cruise control device. Acceleration means and deceleration means for accelerating and decelerating the host vehicle;
Object recognition means for calculating at least a relative position and a relative speed with respect to the subject vehicle,
A travel path estimation means for estimating the travel path of the host vehicle;
Preceding vehicle selection means for selecting a preceding vehicle based on the traveling path estimated by the traveling path estimation means and the relative position of the object recognized by the object recognition means;
Cruise control means for performing inter-vehicle control for causing the host vehicle to follow the preceding vehicle selected by the preceding vehicle selecting means by driving and controlling the acceleration means and the deceleration means; and
In a cruise control device comprising:
Based on a temporal change state of the relative position of the object recognized by the object recognition means, comprising a collision determination means for determining whether or not the object has a possibility of a collision with the host vehicle,
Only when the determination result of the collision determination unit with respect to the preceding vehicle is a possibility of a collision, the execution of the deceleration control in the inter-vehicle control by the cruise control unit is permitted ,
A cruise control device that performs execution permission determination of the deceleration control based on a determination result of the collision determination unit for the preceding vehicle only when an estimation error by the traveling path estimation unit is estimated to be large . The cruise control device according to claim 5 , wherein
When the preceding vehicle is located at a predetermined short distance with respect to the host vehicle, the deceleration control is performed regardless of the result of the determination of whether or not to execute the deceleration control based on the determination result of the collision determination unit for the preceding vehicle. A cruise control device characterized by permitting execution. Object recognition means for calculating at least a relative position and a relative speed with respect to the subject vehicle,
A travel path estimation means for estimating the travel path of the host vehicle;
Preceding vehicle selection means for selecting a preceding vehicle based on the traveling path estimated by the traveling path estimation means and the relative position of the object recognized by the object recognition means;
For the preceding vehicle selected by the preceding vehicle selection means, an alarm determination value is calculated based on at least the relative position and relative speed with respect to the own vehicle, and the vehicle operation is performed when the alarm determination value satisfies a predetermined alarm condition. Inter-vehicle warning means for executing warning processing for a person,
In the inter-vehicle warning device comprising:
Based on a temporal change state of the relative position of the object recognized by the object recognition means, comprising a collision determination means for determining whether or not the object has a possibility of a collision with the host vehicle,
The inter-vehicle warning means is the first warning determination value for the preceding vehicle selected by the preceding vehicle selecting means when there is an object other than the preceding vehicle that is likely to collide. And the second warning judgment value which is the warning judgment value when the object having the possibility of collision is assumed to be a preceding vehicle, and the second warning judgment value In the case where the degree of necessity of alarm is greater than the first alarm judgment value, the degree of necessity of alarm becomes greater by taking the first alarm judgment value into consideration and the second alarm judgment value. The inter-vehicle warning device is characterized in that the inter- vehicle alarm is executed based on the alarm judgment value corrected to the above . The inter-vehicle warning device according to claim 7 ,
The inter-vehicle warning means considers the second warning determination value based on at least one of the degree of approach of an object with a possibility of collision toward the host vehicle and the accuracy of the collision possibility determination. vehicle alarm system and changes the correction degree for the first alarm judgment value while changing the degree of. The inter-vehicle warning device according to claim 7 or 8 ,
The inter-vehicle warning means, when there are a plurality of objects having a possibility of collision, selects an object having the greatest degree of approach toward the host vehicle as an object to be used for the corresponding process. Inter-vehicle alarm device. The inter-vehicle warning device according to claim 7 or 8 ,
When there are a plurality of objects having a possibility of collision, the inter-vehicle warning means calculates the second warning determination value when the plurality of objects are assumed to be preceding vehicles, respectively. 2. The inter-vehicle warning device, wherein the corresponding process is executed based on a judgment value having the highest degree of necessity of warning among the two warning judgment values. Object recognition means for calculating at least a relative position and a relative speed with respect to the subject vehicle,
A travel path estimation means for estimating the travel path of the host vehicle;
Preceding vehicle selection means for selecting a preceding vehicle based on the traveling path estimated by the traveling path estimation means and the relative position of the object recognized by the object recognition means;
For the preceding vehicle selected by the preceding vehicle selection means, an alarm determination value is calculated based on at least the relative position and relative speed with respect to the own vehicle, and the vehicle operation is performed when the alarm determination value satisfies a predetermined alarm condition. Inter-vehicle warning means for executing warning processing for a person,
In the inter-vehicle warning device comprising:
Based on a temporal change state of the relative position of the object recognized by the object recognition means, comprising a collision determination means for determining whether or not the object has a possibility of a collision with the host vehicle,
Only when the determination result of the collision determination unit for the preceding vehicle has a possibility of a collision, the execution of the inter-vehicle warning by the inter-vehicle alarm unit is permitted ,
The inter-vehicle warning device that performs the inter-vehicle warning execution permission determination based on the determination result of the collision determination unit for the preceding vehicle only when it is estimated that the estimation error by the traveling path estimation unit is large . The inter-vehicle warning device according to claim 11 ,
When the preceding vehicle is located at a predetermined short distance with respect to the host vehicle, the inter-vehicle warning is output regardless of the determination result of whether or not the inter-vehicle alarm is executed based on the determination result of the collision determination unit for the preceding vehicle. An inter-vehicle warning device characterized by allowing execution. Object recognizing means cruise control apparatus according to claim 1 to 6, advancing path estimation means, preceding vehicle selecting means, cruise control means and collision determining means programmed recording a computer-readable a for causing a computer system as a Recording medium. 12. A computer-readable recording medium storing a program for causing a computer system to function as an object recognition unit, a traveling path estimation unit, a preceding vehicle selection unit, an inter-vehicle alarm unit, and a collision determination unit of the inter-vehicle alarm device according to claim 7. Recording medium.

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