JP3754829B2 - Vehicle distance control device, vehicle distance alarm device, and recording medium - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an inter-vehicle control device for causing an own vehicle to travel following a preceding vehicle, an inter-vehicle alarm device for executing an alarm process for a vehicle driver based on the relationship between the own vehicle and the preceding vehicle.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, as a technique for improving driving safety of an automobile and reducing a driver's operation burden, an inter-vehicle distance control device that automatically follows a host vehicle to a preceding vehicle is known. The following method is a method of performing control so that an inter-vehicle deviation that is a difference between an actual inter-vehicle distance between the own vehicle and a preceding vehicle and a preset target inter-vehicle distance is eliminated. Specifically, the target acceleration is calculated based on the inter-vehicle deviation and the relative speed (the vehicle speed relative to the preceding vehicle speed), and the acceleration device and the deceleration device are controlled so that the acceleration of the vehicle becomes the target acceleration. To do.
[0003]
It can be realized in the same manner by using a value obtained by dividing the inter-vehicle distance by the speed of the own vehicle (hereinafter referred to as “inter-vehicle time”) instead of the inter-vehicle distance itself. In fact, the distance between vehicles is calculated by irradiating the preceding vehicle with a laser beam or transmission wave and detecting the time until the reflected light or reflected wave is received. The same control may be executed at the actual time and the target time using itself. Since the physical quantity corresponding to the inter-vehicle distance can be realized as described above, it is described as “inter-vehicle physical quantity” including these. However, in the explanation of the following problem to be solved, the case where the inter-vehicle distance itself is used is taken as an example.
[0004]
[Problems to be solved by the invention]
As described above, when calculating the target acceleration for inter-vehicle control, the relative speed is used, but this relative speed does not necessarily indicate the relative behavior of the preceding vehicle and the host vehicle properly. There is. For example, as illustrated in FIG. 17, in a road where a so-called traveling lane and an overtaking lane exist, the own vehicle traveling in the traveling lane changes lanes immediately after the vehicle traveling in the overtaking lane. In particular, if the vehicle is a truck, a bus, or the like, the inter-vehicle distance sensor detects the side of the truck or bus as a preceding vehicle newly discovered during the lane change from the front to the rear (FIG. 17B). ), (C)). Then, the distance data obtained by the inter-vehicle distance sensor and the relative speed calculated using the distance data indicate a state in which the target is approaching rapidly (see FIG. 18).
[0005]
For this reason, the target acceleration calculated using the relative speed having a large negative value naturally requires strong deceleration with respect to the own vehicle, resulting in sudden deceleration that is not necessary. In FIG. 17, it is assumed that the vehicle changes lanes immediately after the vehicle traveling in the adjacent lane, but conversely, the vehicle traveling in the adjacent lane changes lane immediately before the own vehicle. A similar situation can be assumed.
[0006]
In the past, problems related to inter-vehicle control were raised, but when the inter-vehicle distance from the preceding vehicle is shorter than the predetermined alarm distance, an alarm sound or the like is issued to alert the vehicle driver. A similar problem occurs. That is, since this alarm distance is set in consideration of the relative speed, if the relative speed becomes a large negative value as described above, an alarm that is not necessary in practice is executed. This also dilutes the warning effect in situations where a warning is really needed.
[0007]
Therefore, in the present invention, when performing inter-vehicle control using the actual inter-vehicle physical quantity detected based on the reflected wave of the transmitted transmission wave, the actual inter-vehicle physical quantity appropriately reflects the relative behavior with the control target such as the preceding vehicle. If not, the first object is not to execute the wrong distance control.
[0008]
In addition, when performing inter-vehicle warning using the actual inter-vehicle physical quantity detected based on the reflected wave of the transmitted transmission wave, the actual inter-vehicle physical quantity does not properly reflect the relative behavior with the control target such as the preceding vehicle The second object of the present invention is to prevent an erroneous inter-vehicle alarm from being executed and to prevent dilution of an alarm effect due to unnecessary alarm execution.
[0009]
[Means for Solving the Problems]
According to the inter-vehicle distance control device according to claim 1, which is made to achieve the first object, a transmission wave is irradiated within a predetermined angle range in the vehicle width direction, and based on the reflected wave, An actual inter-vehicle physical quantity that is a physical quantity corresponding to the actual inter-vehicle distance from the preceding vehicle is detected. Then, based on the detected physical quantity between actual vehicles, the relative speed between the host vehicle and the preceding vehicle is calculated. The inter-vehicle control means calculates the inter-vehicle control amount based on the inter-vehicle deviation that is the difference between the target inter-vehicle physical quantity that is the physical quantity corresponding to the target inter-vehicle distance between the host vehicle and the preceding vehicle, and the calculated relative speed. By driving and controlling the acceleration means and the deceleration means based on the inter-vehicle distance control amount, the host vehicle is caused to travel following the preceding vehicle.
[0010]
Although it is assumed that such inter-vehicle distance control is executed, the inter-vehicle distance control means is Leading car After new discovery, Elapsed time since the discovery A first precondition that is a preceding vehicle within a predetermined time, as well as The second precondition that the physical quantity between the actual vehicles is a preceding vehicle having a predetermined value or less. Both If at least one of the following first condition and second condition is satisfied, the calculated relative speed is not used for the inter-vehicle distance control.
The first condition is that the change in the relative speed calculated by the relative speed calculation means becomes a value that cannot be generated in a normal control state. This is a case where the degree of deceleration is so large that it does not occur in normal control, considering the performance of the acceleration means and the deceleration means, for example. This can be considered as a situation in which the relative behavior with the control target such as the preceding vehicle is not appropriately reflected.
[0011]
Further, the second condition is that the collision time calculated based on the relative speed becomes a value outside the applicable range on the inter-vehicle distance control system. The collision time is the time required for the vehicle to collide with the preceding vehicle when considering the inter-vehicle distance and relative speed at that time. For example, as shown in claim 2, the relative speed is 0 or a positive value. It is conceivable that the collision time is calculated as a value obtained by dividing the actual inter-vehicle distance by the absolute value of the relative speed when it is infinite when the relative speed is negative. And, “outside the scope of application on the inter-vehicle control system” is a range assumed to be entrusted to the operation of the vehicle driver, for example, as shown in claim 3. For example, in a situation where full braking is required, it is considered that the vehicle driver should operate instead of a range that is supported by a system that automatically controls the distance between vehicles. This is because it is considered dangerous that the full brake is automatically applied in a situation that the vehicle driver does not recognize. That is, the inter-vehicle distance control is not based on the assumption that it is automatically executed in any situation, but realizes automation in a limited situation. Therefore, if a collision time of “out of scope on the inter-vehicle control system” is calculated, the situation should be handled by the vehicle driver's own operation or relative to the control object such as the preceding vehicle. It can be considered that the situation does not properly reflect the behavior.
[0012]
Therefore, Leading car After new discovery, Elapsed time since the discovery A first precondition that is a preceding vehicle within a predetermined time, as well as The second precondition that the physical quantity between the actual vehicles is a preceding vehicle having a predetermined value or less. Both If at least one of the first condition and the second condition is satisfied, the calculated relative speed is not used for the headway control, so that It is possible to prevent erroneous vehicle-to-vehicle control using the relative speed calculated based on the actual inter-vehicle physical quantity that does not appropriately reflect the relative behavior with the control target. For example, the detection data at the time of the above lane change shown in FIG. Leading car After new discovery, Elapsed time since the discovery A first precondition that is a preceding vehicle within a predetermined time, as well as The second precondition that the physical quantity between the actual vehicles is a preceding vehicle having a predetermined value or less. Both Further, since either of the first condition and the second condition is satisfied, the inter-vehicle distance control using such abnormal data is not executed. The same effect is also exhibited when a vehicle traveling in an adjacent lane changes lanes immediately before the own vehicle. Of course, it is possible to cope with the case where the detection data itself is not normally detected due to the influence of noise or the like.
[0013]
The reason why “at least one of the first condition and the second condition” is used is to prevent inappropriate data from being used as much as possible in view of the fact that only one of them is assumed. is there.
When at least one of the first condition and the second condition is satisfied and the calculated relative speed is not used for the inter-vehicle distance control, for example, as shown in claim 4, It is conceivable to temporarily fix the relative speed used for the calculation to a predetermined value. Assuming that the calculation of the inter-vehicle control amount is normally performed, the relative speed used for it is not based on the detection data, but is fixed to a predetermined value such as 0 km / h. That is, it is a countermeasure at the input stage.
[0014]
This may be dealt with in the output stage. For example, as shown in claim 5, when at least one of the first condition and the second condition is satisfied, the inter-vehicle control amount is temporarily fixed to a predetermined value. For example, if the inter-vehicle control amount is the target acceleration, it can be considered to be 0 km / h / s. When the inter-vehicle control amount is temporarily fixed to a predetermined value in this way, as shown in claim 6, inter-vehicle control at the time when at least one of the first condition and the second condition is satisfied is performed. In the deceleration control state, it may be possible to temporarily fix the inter-vehicle control amount to a predetermined value after canceling the deceleration control state. This is because the previous deceleration control state may have been executed based on detection data that is not appropriate, so that it is cleared once.
[0015]
By not using such an inappropriate relative speed for the inter-vehicle distance control, it is possible to prevent the erroneous inter-vehicle distance control from being executed, but it is conceivable to deal with the following countermeasures as follows. In other words, as shown in claim 7, the inter-vehicle distance control means determines that the relative speed calculated by the relative speed calculation means is not satisfied after at least one of the first condition and the second condition is satisfied. When the relative speed is determined to be normal by comparing with the relative speed calculated using the inter-vehicle physical quantity after becoming normal, the relative speed or the inter-vehicle control amount is temporarily set to a predetermined value. The fixing is stopped and the inter-vehicle distance control using the relative speed calculated at that time is executed.
[0016]
In addition to the first object described above, an inter-vehicle distance control device according to claim 8 is made to achieve the second object. The inter-vehicle warning means of the inter-vehicle control device is a predetermined alarm in which an actual inter-vehicle physical quantity that is a physical quantity corresponding to the actual inter-vehicle distance between the own vehicle and the preceding vehicle is set based on at least the relative speed between the own vehicle and the preceding vehicle. It is basically determined that whether or not an actual vehicle inter-physical quantity is smaller than the alarm determination value is determined, and an alarm process for the vehicle driver is executed. And Leading car After new discovery, Elapsed time since the discovery A first precondition that is a preceding vehicle within a predetermined time, as well as The second precondition that the physical quantity between the actual vehicles is a preceding vehicle having a predetermined value or less. Both Further, when at least one of the first condition and the second condition described above is satisfied, the calculated relative speed is not used for the alarm determination. It should be noted that as a method for preventing the relative speed from being used for alarm determination, it is conceivable to simply implement such that the alarm itself is not performed when the relative condition is established.
[0017]
In this way, if the detected physical quantity between the vehicles does not properly reflect the relative behavior with the control target such as the preceding vehicle, the wrong inter-vehicle warning will not be executed, and an alarm based on unnecessary warning will be executed. Dilution of the effect can also be prevented.
Since this inter-vehicle warning is executed on the premise of inter-vehicle control, it has been regarded as an invention of the inter-vehicle control device, but can also be realized as an inter-vehicle alarm device that achieves only the second object described above. For example, as shown in claim 9, a transmission wave is irradiated over a predetermined angle range in the vehicle width direction, and based on the reflected wave, an actual inter-vehicle distance that is a physical quantity corresponding to the actual inter-vehicle distance between the own vehicle and the preceding vehicle An inter-vehicle physical quantity detecting means for detecting a physical quantity, a relative speed calculating means for calculating a relative speed between the host vehicle and the preceding vehicle based on the actual inter-vehicle physical quantity detected by the inter-vehicle physical quantity detecting means, and the actual inter-vehicle physical quantity is: It is determined whether or not a predetermined alarm judgment value set based on at least the relative speed between the host vehicle and the preceding vehicle has become smaller, and if the physical inter-vehicle physical quantity becomes smaller than the alarm judgment value, vehicle driving A vehicle-to-vehicle warning device having a vehicle-to-vehicle warning means capable of executing warning processing for a person is assumed. And the inter-vehicle warning means Leading car After new discovery, Elapsed time since the discovery A first precondition that is a preceding vehicle within a predetermined time, as well as The second precondition that the physical quantity between the actual vehicles is a preceding vehicle having a predetermined value or less. Both And when the at least one of the first condition related to the relative speed and the second condition related to the collision time as described above is satisfied, the calculated relative speed is used for alarm determination. It is not to be.
[0018]
Also in the inter-vehicle warning device in this case, as shown in claim 10, when at least one of the first condition and the second condition is satisfied, the relative speed used for warning determination is temporarily fixed to a predetermined value. Or, when at least one of the first condition and the second condition is satisfied, the relative speed calculated by the relative speed calculation means is calculated after all the conditions are not satisfied. When the relative speed is determined to be normal by comparing it with the relative speed calculated using the inter-vehicle physical quantity, if it is determined to be normal, the relative speed is temporarily stopped from being fixed at a predetermined value. It is conceivable to execute the alarm determination using the relative speed calculated in (1). Since these effects are the same as in the case of inter-vehicle control, they will not be described repeatedly.
[0019]
In addition, the function which implement | achieves the vehicle distance control means of the vehicle distance control apparatus in any one of Claims 1-8 or the vehicle distance alarm means of the vehicle distance alarm apparatus in any one of Claims 9-11 in a computer system is, for example, It can be provided as a program that is activated on the computer system side. In the case of such a program, for example, the program is recorded on a computer-readable recording medium such as a floppy disk, a magneto-optical disk, a CD-ROM, or 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.
[0020]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments to which the present invention is applied will be described below with reference to the drawings. Needless to say, the embodiments of the present invention are not limited to the following examples, and can take various forms as long as they belong to the technical scope of the present invention.
[0021]
[First embodiment]
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 distance control ECU 2 corresponds to “inter-vehicle distance control means” and “inter-vehicle distance alarm means”, and is an electronic circuit mainly composed of a microcomputer, and includes a current vehicle speed (Vn) signal, a steering angle (str-eng, S0). A signal, a yaw rate signal, a target inter-vehicle time signal, wiper switch information, a control state signal for idle control and brake control, and the like are received from the engine electronic control unit 6 (hereinafter referred to as “engine ECU”). Then, the inter-vehicle control ECU 2 calculates inter-vehicle control and inter-vehicle alarm based on the received data.
[0023]
The laser radar sensor 3 corresponds to “inter-vehicle physical quantity detection means” and “relative speed calculation means”, and is an electronic circuit mainly composed of a laser scanning distance measuring device and a microcomputer. Based on the angle and distance of the preceding vehicle detected in this way, the relative speed, the relative acceleration obtained by differentiating the relative speed, the current vehicle speed Vn signal received from the inter-vehicle control ECU 2, the curve curvature radius R, etc. The own lane probability of the preceding vehicle is calculated as a partial function of the device, and is transmitted to the inter-vehicle control ECU 2 as preceding vehicle information including information such as relative speed. 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 functions as “inter-vehicle physical quantity detection means” that can be detected corresponding to the above.
[0025]
Further, the inter-vehicle control ECU 2 determines the preceding vehicle to be inter-vehicle-controlled based on the own lane probability included in the preceding vehicle information received from the laser radar sensor 3 in this manner, and appropriately sets 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 adjustment. It also determines whether an alarm has occurred and sends an alarm request signal. Further, a diagnosis signal, a display data signal, and the like are transmitted.
[0026]
The brake ECU 4 is an electronic circuit mainly composed of a microcomputer, and includes a steering sensor 8 that detects the steering angle of the vehicle, a yaw rate sensor 10 that detects the yaw rate, and a wheel speed sensor 12 that detects the speed of each wheel. The steering angle, the yaw rate, and the wheel speed are obtained, and these data are transmitted to the inter-vehicle control ECU 2 via the engine ECU 6. The brake ECU 4 controls a brake hydraulic pressure by driving a brake driver (not shown) according to a control command value (target acceleration, brake request) from the inter-vehicle control ECU 2 via the engine ECU 6. Further, 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.
[0027]
The engine ECU 6 is an electronic circuit mainly composed of a microcomputer, and includes a vehicle speed sensor 16 that detects the vehicle speed, a brake switch 18 that detects whether the brake is depressed, a cruise control switch 20, a cruise main switch 22, and a throttle. An opening sensor (not shown), detection signals from other sensors and switches, wiper switch information and tail switch information received via the body LAN 24 are received, and a steering angle (str -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, 3-speed shift down request signal, brake request signal, alarm request signal, diagnosis signal, display data It is receiving the issue, and the like.
[0028]
The engine ECU 6 drives a throttle driver, a transmission driver (not shown), and the like in accordance with the operation state determined from the received signal. In addition, necessary display information is transmitted and displayed on a display device (not shown) such as an LCD via the body LAN 24, or the current vehicle speed (Vn) signal, steering angle (str-eng, S0) signal, yaw rate signal, target inter-vehicle time signal, wiper switch information signal, control state signal for idle control and brake control are transmitted to the inter-vehicle control ECU 2.
[0029]
The transmission (not shown) in this 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, a so-called 4th speed + overdrive (OD) configuration is set to 0.7).
[0030]
In this embodiment, the engine ECU 6 corresponds to “acceleration means”, and the engine ECU 6 and the brake ECU 4 correspond to “deceleration means”.
Next, processing executed by the inter-vehicle control ECU 2 will be described with reference to the flowcharts of FIGS.
[0031]
FIG. 2 is a flowchart showing the main process.
First, in the first step S110, it is determined whether the current control is being performed. If the current control is not currently being performed (S110: NO), it is determined whether the control start switch has been set (S140). If the cruise control switch 20 is turned on, the control start switch is set. If the control start switch is not set (S140: NO), the process proceeds to S1100 to execute the output at the time of non-control of the acceleration / deceleration device, and then the main process is terminated. Details of the output during non-control of the acceleration / deceleration device in S1100 will be described later.
[0032]
Further, when the control is not being performed (S110: NO) and the control start switch is set (S140: YES), the process proceeds to S130.
In S130, it is determined whether the control end switch is set. If the cruise control switch 20 is turned off, the control end switch is set. If the control end switch is set (S130: YES), the process proceeds to S1100 to execute the output at the time of non-control of the acceleration / deceleration device, and then the main process is ended.
[0033]
If the control end switch is not set (S130: NO), the abnormality determination of the relative speed is performed (S400). Thereafter, the target inter-vehicle distance is calculated (S500), and thereafter, the target acceleration calculation (S600), acceleration / deceleration control (S700), and acceleration / deceleration device drive output (S800) related processes are executed, and further, alarm generation determination After executing the process (S900), the main process is terminated.
[0034]
The above is the description of the entire process, and the processing contents of S400, S600 to S900, and S1100 will be described in detail. In the following description, flowcharts of processing (S400) relating to relative speed abnormality determination are shown in FIGS. 3 to 6, flowcharts of processing relating to inter-vehicle control (S600 to S800 and S1100) are shown in FIGS. The flowchart about the process (S900) regarding the inter-vehicle warning is shown in FIG. The following will be described in order.
[0035]
First, the relative speed abnormality determination process in S400 will be described.
In the first step S401 shown in FIG. 3, it is determined whether there is target data. If there is no target data (S401: NO), the process proceeds to S411, and the relative speed abnormality flag is not established.
[0036]
On the other hand, if there is target data (S401: YES), the process proceeds to S402, and it is determined whether or not a predetermined determination time Tw seconds has elapsed after the target is newly discovered. If Tw seconds have elapsed since the new discovery (S402: YES), the process proceeds to S411 and the relative speed abnormality flag is not established. If Tw seconds have not elapsed (S402: NO), the process proceeds to S403. To do.
[0037]
In S403, it is determined whether the inter-vehicle distance is shorter than a predetermined determination distance Dth. If the inter-vehicle distance is equal to or greater than the determination distance Dth (S403: NO), the process proceeds to S411 and the relative speed abnormality flag is not established, but if the inter-vehicle distance is less than the determination distance Dth (S403: YES). The process proceeds to S404.
[0038]
Note that the determinations in S402 and S403 are performed in order to limit the target for determining an abnormality in the relative speed to the vicinity of the own vehicle. In other words, as illustrated in FIG. 17, if the vehicle changes lanes, the main purpose is limited to the case where the lane changes immediately after a vehicle traveling in the adjacent lane.
[0039]
Then, in S404, the abnormality determination of the relative speed change is performed, and in the subsequent S405, the collision determination is performed. These will be described in detail with reference to FIGS.
FIG. 4 is a relative speed change abnormality determination subroutine in S404.
In the first step S4041, a change in relative speed is calculated. Specifically, it is calculated by dividing a value obtained by subtracting the previous relative speed value from the current relative speed value by the distance measurement cycle.
[0040]
In subsequent S4042, it is determined whether or not the absolute value of the relative speed change is larger than a predetermined determination value Arth. If the absolute value of the relative speed change is larger than the predetermined determination value Arth (S4042: YES), it is determined that an abnormality in the relative speed change has been established (S4043), and this subroutine is terminated. On the other hand, if the absolute value of the relative speed change is equal to or smaller than the predetermined determination value Arth (S4042: NO), it is determined that the abnormality in the relative speed change is not established (S4044), and this subroutine is terminated.
[0041]
Note that the state where the absolute value of the relative speed change is larger than the determination value Arth is a state in which such a relative speed change cannot be generated in the normal control state. In other words, in consideration of the performance of the engine or brake, the value indicates a large acceleration or deceleration that does not occur in normal control. This can be considered as a situation in which the relative behavior of the preceding vehicle is not appropriately reflected. Therefore, it is determined that the relative speed change is abnormal.
[0042]
FIG. 5 is a collision determination subroutine in S405.
In the first step S4051, the collision time is calculated. This collision time is the time required to collide with the preceding vehicle when considering the inter-vehicle distance and relative speed at that time. Specifically, the collision time is infinite when the relative speed is 0 or more, and the relative speed is 0. If it is smaller, the distance is calculated by dividing the inter-vehicle distance by the absolute value of the relative speed.
[0043]
In subsequent S4052, it is determined whether or not the collision time is smaller than a predetermined determination value Tcth. If the collision time is smaller than the predetermined determination value Tcth (S4052: YES), it is determined that the collision determination is established (S4053), and this subroutine is terminated. On the other hand, if the collision time is equal to or greater than the predetermined determination value Tcth (S4052: NO), it is determined that the collision determination is not established (S4054), and this subroutine is terminated.
[0044]
When this collision time is smaller than the predetermined determination value Tcth, it is out of the applicable range on the inter-vehicle control system. “Out of scope” is a range that is assumed to be left to the operation of the vehicle driver. For example, in a situation where full braking is required, it is considered that the vehicle driver should operate instead of a range that is supported by a system that automatically controls the distance between vehicles. This is because it is considered dangerous that the full brake is automatically applied in a situation that the vehicle driver does not recognize. That is, the inter-vehicle distance control is not based on the assumption that it is automatically executed in any situation, but realizes automation in a limited situation. Therefore, if a collision time of “out of scope on the inter-vehicle control system” is calculated, the situation should be handled by the vehicle driver's own operation or relative to the control object such as the preceding vehicle. It can be considered that the situation does not properly reflect the behavior.
[0045]
Returning to the description of FIG. 3, after the abnormal speed change abnormality determination and the collision determination are completed in S <b> 404 and S <b> 405, it is determined in S <b> 406 whether the relative speed change abnormality is satisfied. If an abnormality in the relative speed change is established (S406: YES), the process proceeds to S412 and the relative speed abnormality flag is established. On the other hand, when the abnormality of the relative speed change is not established (S406: NO), the process proceeds to S407 and it is determined whether or not the collision determination is established. If the collision determination is established (S407: YES), the process proceeds to S412. On the other hand, when the collision determination is not established (S407: NO), the process proceeds to S408. That is, if at least one of abnormality in the relative speed change or collision determination is established, the process proceeds to S412 and the relative speed abnormality flag is established.
[0046]
In subsequent S413, it is determined whether or not the relative speed abnormality flag is established. If not established (S413: NO), this subroutine is terminated as it is, but if established (S413: YES), the relative speed is terminated. Is set to 0 km / h (S414), and then this subroutine is terminated.
[0047]
If no abnormality in the relative speed change is established (S406: NO) and the collision determination is not established (S407: NO), the process proceeds to S408. In S408, it is determined whether or not a relative speed abnormality flag is established. If the relative speed abnormality flag is not established (S408: NO), the process proceeds to S411 and the relative speed abnormality flag is not established, but if the relative speed abnormality flag is established (S408: YES), Relative speed normality determination processing is executed (S409). FIG. 6 is a flowchart showing the relative speed normality determining subroutine in S409.
[0048]
In the first step S4091, a comparative relative speed is calculated. The relative speed for comparison is calculated based on the following concept. In the situation in which the vehicle side surface is detected as shown in FIGS. 17A to 17C, normal distance data cannot be obtained, and an abnormality in relative speed change is established (S406: NO), or a collision determination is established ( S407: NO). After that, when these determinations are not established, there is a high possibility that the distance data is obtained normally (see FIG. 17D). Therefore, if the relative speed is calculated using only normal distance data after the abnormality of the relative speed change is not established (S406: YES) or the collision determination is not established (S407: YES), the correct relative speed is obtained. Can be obtained. In this way, when the relative speed change abnormality is established or the collision determination is established, the previous distance data is not used, and the relative speed calculated using only the distance data after both conditions are not established is obtained. , Relative speed for comparison.
[0049]
In subsequent S4092, it is determined whether or not the absolute value of the value obtained by subtracting the relative speed for comparison from the relative speed calculated at that time is smaller than a predetermined determination value Vrth. If it is smaller than the predetermined determination value Vrth (S4092: YES), the normal determination of the relative speed is established (S4093), and this subroutine is terminated. On the other hand, if it is equal to or greater than the predetermined determination value Vrth (S4092: NO), it is determined that the normal determination of the relative speed is not established (S4094), and this subroutine is terminated.
[0050]
Returning to the explanation of FIG. 3, after the normal determination of the relative speed in S409 is completed, it is determined in S410 whether or not the normal determination of the relative speed is satisfied. If it is satisfied (S410: YES), S411 is performed. After the relative speed abnormality flag is not established, the process proceeds to S413. On the other hand, if the normal determination of the relative speed is not established (S410: NO), the process proceeds to S413 as it is.
[0051]
As described above, if at least one of abnormality in the relative speed change or collision determination is established, the relative speed abnormality flag is established (S412), the relative speed is set to 0 km / h (S414), and then the normal relative speed is normal. The relative speed is kept at 0 km / h until the determination is made.
[0052]
Next, the target acceleration calculation subroutine in S600 will be described with reference to the flowchart of FIG.
In first step S601, it is determined whether or not the preceding vehicle is being recognized. If the preceding vehicle is not being recognized (S601: NO), the value when the preceding vehicle is not confirmed is set as the target acceleration (S609), and this subroutine is terminated.
[0053]
On the other hand, if the preceding vehicle is being recognized (S601: YES), the process proceeds to S603 to calculate an inter-vehicle deviation. This inter-vehicle deviation is obtained by subtracting the target inter-vehicle distance from the current inter-vehicle interval. In the subsequent S605, the relative speed is calculated.
In S607, the target acceleration is obtained with reference to the control map shown in FIG. 7B based on both the inter-vehicular deviation and relative speed parameters obtained in S603 and S605, respectively. Thereafter, this subroutine is terminated.
[0054]
Next, the acceleration / deceleration control subroutine in S700 of FIG. 2 will be described with reference to the flowchart of FIG.
This acceleration / deceleration control is terminated by sequentially performing throttle control (S710), accelerator-off control (S720), shift-down control (S730), and brake control (S740). Each control will be described.
[0055]
First, the throttle control subroutine of S710 will be described with reference to the flowchart of FIG. In this throttle control, the value obtained by multiplying the acceleration deviation by the throttle control gain K11 is added to the previous throttle opening instruction value to obtain the current throttle opening instruction value (S711). The acceleration deviation is a value obtained by subtracting the target acceleration from the actual acceleration.
[0056]
Next, the accelerator-off control subroutine of S720 will be described with reference to the flowchart of FIG.
In the first step S721, it is determined whether or not the acceleration deviation is smaller than the reference value Aref11. If acceleration deviation <Aref11 (S721: YES), the accelerator-off operation is instructed (S723), and this subroutine is terminated.
[0057]
On the other hand, if acceleration deviation ≧ Aref11 (S721: NO), the process proceeds to S725 to determine whether the acceleration deviation is larger than the reference value Aref12. If acceleration deviation> Aref12 (S725: YES), an instruction to release the accelerator off is issued (S727), and this subroutine is terminated. If acceleration deviation ≦ Aref12 (S725: NO), Exit the subroutine.
[0058]
Next, the downshift control subroutine of S730 will be described with reference to the flowchart of FIG.
In the first step S731, it is determined whether or not the acceleration deviation is smaller than the reference value Aref21. If acceleration deviation <Aref21 (S731: YES), a shift down operation is instructed (S733), and further an accelerator off operation instruction is issued. Then (S735), this subroutine is terminated.
On the other hand, if acceleration deviation ≧ Aref21 (S731: NO), the process proceeds to S737, where it is determined whether the acceleration deviation is larger than the reference value Aref22. If acceleration deviation> Aref22 (S737: YES), an instruction to cancel the downshift operation is issued (S727), and this subroutine is terminated. If acceleration deviation ≦ Aref22 (S737: NO), Exit the subroutine.
[0059]
Next, the brake control subroutine of S740 will be described with reference to the flowchart of FIG.
In first step S741, it is determined whether or not the acceleration deviation is smaller than the reference value Aref31. If acceleration deviation <Aref31 (S741: YES), the brake operation is instructed (S743), and the accelerator-off operation is instructed (S745). Then, the process proceeds to S751.
[0060]
On the other hand, if acceleration deviation ≧ Aref31 (S741: NO), the process proceeds to S747, and it is determined whether the acceleration deviation is larger than the reference value Aref32. If acceleration deviation> Aref32 (S747: YES), the brake operation is instructed (S749), and then the process proceeds to S751. If acceleration deviation ≦ Aref32 (S747: NO), the process proceeds to S751. Transition.
[0061]
In S751, it is determined whether or not a brake operation instruction is being issued. If the brake operation instruction is being issued (S751: YES), the process proceeds to S753, and a value obtained by multiplying the acceleration deviation by the throttle control gain K21 is added to the previous brake pressure instruction value, thereby obtaining the current brake pressure instruction value. And On the other hand, if the brake operation instruction is not in progress (S751: NO), the process proceeds to S755, and the brake pressure instruction value is set to zero.
[0062]
After the processing of S753 or S755, this subroutine is terminated.
Next, the acceleration / deceleration device drive output subroutine in S800 of FIG. 2 will be described with reference to the flowchart of FIG.
In the first step S801, it is determined whether or not an accelerator-off operation instruction has been issued. If an accelerator-off operation instruction has not been issued (S801: NO), a drive output for releasing the brake (S803) and a shift-down cancellation are issued. The driving output (S805) and the throttle opening feedback driving output (S807) are sequentially performed, and then this subroutine is terminated.
[0063]
On the other hand, if an accelerator-off operation instruction has been issued (S801: YES), it is determined whether a shift-down operation instruction has been issued. If the downshift operation instruction has not been issued (S809: NO), it is determined whether or not the brake operation instruction has been issued (S811).
[0064]
If the brake operation instruction is not issued (S811: NO), the drive output for releasing the brake (S813), the drive output for releasing the downshift (S815), and the drive output for fully closing the throttle (S815). This subroutine is terminated after sequentially performing S817). If the brake operation instruction is given (S811: YES), the drive output for fully closing the throttle (S819), the drive output for releasing the downshift (S821), and the feedback drive output of the brake pressure (S823). ) Are sequentially performed, and then this subroutine is terminated.
[0065]
On the other hand, when an affirmative determination is made in S809, that is, when there is an accelerator-off operation instruction (S801: YES) and there is a shift-down operation instruction (S809: YES), the flow proceeds to S825, and a brake operation instruction is issued. It is determined whether or not (S811).
[0066]
If the brake operation instruction is not issued (S825: NO), the drive output for releasing the brake (S827), the drive output for fully closing the throttle (S829), and the shift-down drive output (S831) are sequentially provided. Then, this subroutine is finished. If the brake operation instruction is given (S825: YES), a drive output for fully closing the throttle (S833), a shift-down drive output (S835), and a brake pressure feedback drive output (S837) are sequentially performed. Then, this subroutine is finished.
[0067]
Next, the acceleration / deceleration device non-control output subroutine in S1100 will be described with reference to the flowchart of FIG.
Since this processing is processing when the acceleration / deceleration device is not controlled, in S1101, a drive output for fully closing the throttle, a drive output for releasing the downshift in S1103, and a drive output for releasing the brake in S1105. Are sequentially performed to complete this subroutine.
[0068]
Next, the alarm occurrence determination processing subroutine in S900 of FIG. 2 will be described with reference to the flowchart of FIG.
In first step S901, it is determined whether or not the preceding vehicle is being recognized. If the vehicle is not being recognized (S901: NO), the alarm request is canceled (S909), and this subroutine is terminated. If the preceding vehicle is being recognized (S901: YES), the flow proceeds to S902.
[0069]
In S902, it is determined whether a relative speed abnormality flag is established. The relative speed abnormality flag is established in S412 of FIG. 3, and is not established in S411. If the relative speed abnormality flag is established (S902: YES), the alarm request is canceled (S909), and this subroutine is terminated. If it is not established (S902: YES), the process proceeds to S903. To do.
[0070]
In S903, it is determined whether or not an alarm request is instructed. If not instructed (S903: NO), an alarm distance is calculated (S904). This warning distance is calculated according to the vehicle speed and the relative speed as shown in the following calculation formula.
Warning distance = f (vehicle speed, relative speed)
Next, it is determined whether the inter-vehicle distance is shorter than the alarm distance (S905). If the inter-vehicle distance is equal to or greater than the alarm distance (S905: NO), this subroutine is terminated as it is, but the inter-vehicle distance is the alarm distance. If it is shorter (S905: YES), after issuing an alarm request instruction (S906), this subroutine is terminated.
[0071]
On the other hand, if an alarm request instruction is being issued (S903: YES), it is determined whether one second has elapsed since the alarm request instruction was started (S907). If 1 second has not elapsed (S907: NO), this subroutine is terminated as it is, but if 1 second has elapsed (S907: YES), the flow proceeds to S908.
[0072]
In S908, it is determined whether the inter-vehicle distance is equal to or greater than the warning distance. If the inter-vehicle distance is not equal to or greater than the alarm distance (S908: NO), this subroutine is terminated as it is, but if the inter-vehicle distance is equal to or greater than the alarm distance (S908: YES), the alarm request is canceled in S909. This subroutine is finished.
[0073]
The processing contents of the inter-vehicle control and inter-vehicle warning by the system of the present embodiment have been described above. Next, the effects of the processing execution will be described.
In the present embodiment, as shown in the flowchart of FIG. 3, the relative speed change abnormality determination (S404) and the collision determination (S405) are performed, and the relative speed change abnormality is established (S406: YES), or the collision When the determination is satisfied (S405: YES), a relative speed abnormality flag is satisfied (S412), and the relative speed is set to 0 km / h (S414).
[0074]
When the abnormality of the relative speed change is established, it is a value considered that the change of the relative speed cannot occur in the normal control state. For example, considering the performance of the acceleration means and the deceleration means, This is a case where the degree of deceleration is not so large as to occur in the control. This can be considered as a situation in which the relative behavior with the control target such as the preceding vehicle is not appropriately reflected. In addition, when the collision determination is established, the value is out of the applicable range on the present control system, and the range is assumed to be left to the operation of the vehicle driver.
[0075]
Therefore, when at least one of the relative speed change abnormality (first condition) or the collision determination (second condition) is satisfied and the relative speed abnormality flag is satisfied, instead of the calculated relative speed, The relative speed is set to 0 km / h (see S414 in FIG. 3) and is used for inter-vehicle distance control. If the relative speed abnormality flag is established, the alarm request is canceled (see S909 in FIG. 15). That is, it is possible to prevent erroneous vehicle-to-vehicle control and vehicle-to-vehicle warning using a relative speed that does not appropriately reflect the relative behavior of the preceding vehicle or the like.
[0076]
For example, as shown in FIG. 17, when the own vehicle changes lanes, the relative speed calculated based on the data detected based on the laser light reflected on the side surface of the truck in the adjacent lane is shown in FIG. Since the change cannot occur in the normal control as shown, at least one of an abnormality in the relative speed change (first condition) and a collision determination (second condition) is applicable. Accordingly, inter-vehicle control and inter-vehicle alarm using such abnormal data are not executed. The same effect is also exhibited when a vehicle traveling in an adjacent lane changes lanes immediately before the own vehicle. Of course, it is possible to cope with the case where the detection data itself is not normally detected due to the influence of noise or the like. And it is also effective to prevent dilution of the alarm effect by executing unnecessary alarms, not to execute an erroneous inter-vehicle alarm.
[0077]
It should be noted that when at least one of the abnormality in the relative speed change (first condition) or the collision determination (second condition) is satisfied, it is determined which of the relative speeds is abnormal. This is to prevent inappropriate data from being used as much as possible in view of the fact that only the situation is assumed.
[0078]
Further, in the present embodiment, as a countermeasure after the vehicle distance control and the vehicle distance alarm based on the inappropriate relative speed are not executed, the relative speed normality determination is performed in S409 of FIG. That is, once the relative speed change abnormality or the collision determination is established, the relative speed change abnormality is not established (S406: NO) and the collision determination is not established (S407: NO). However, the relative speed abnormality flag is not established (S411) only when the normal judgment is established as a result of the relative speed normal judgment in S409 (S410: YES). If the relative speed abnormality flag is not established, fixing the relative speed to 0 km / h in S414 is stopped. Therefore, the inter-vehicle distance control using the relative speed calculated at that time is executed, and the inter-vehicle alarm is also processed as usual.
[0079]
[Second Embodiment]
In the first embodiment described above, when an inappropriate relative speed is output, the relative speed is temporarily set to a predetermined value (in the embodiment, in order not to execute the inter-vehicle control and the inter-vehicle alarm based on the relative speed). 0 km / h). That is, the relative speed used for the calculation is not changed, but the calculation formula for calculating the target acceleration, which is the inter-vehicle control amount, and determining the inter-vehicle warning is not changed. This is a countermeasure at the input stage.
[0080]
This may be dealt with in the output stage. A case of dealing with the output stage will be described as a second embodiment. FIG. 16 is a flowchart showing main processing in the case of the second embodiment. The configuration of the system (see FIG. 1) is the same as that in the first embodiment, and a description thereof will be omitted.
[0081]
S5110 to S5140 in FIG. 16 are the same processes as S110, S140, S130, and S400 shown in FIG. That is, in S5110, it is determined whether the current control is being performed. If the current control is not currently being performed (S5110: NO), it is determined whether the control start switch has been set (S5120). If the control start switch has not been set (S5120: NO), the process proceeds to S5220, the acceleration / deceleration device non-control output is executed, and the main process is terminated. Note that the output processing at the time of non-control of the acceleration / deceleration device in S5220 is the same processing as S1100 in FIG.
[0082]
If control is not being performed (S5110: NO) and the control start switch is set (S5120: YES), the process proceeds to S5130.
In S5130, it is determined whether or not the control end switch is set. If the control end switch is set (S5130: YES), the process proceeds to S5220 to execute the output at the time of non-control of the acceleration / deceleration device. The process ends.
[0083]
If the control end switch is not set (S5130: NO), the relative speed abnormality determination is performed (S5140). This process is the same as the process of S400 in FIG. 2 (that is, the process whose detailed contents are shown in FIG. 3), and when the abnormality in the relative speed change is established or the collision determination is established as described above. The relative speed abnormality flag is established.
[0084]
In the case of FIG. 2, the process directly proceeds to the process related to the inter-vehicle distance control and the inter-vehicle distance alarm. However, in the case of the second embodiment, in the subsequent S5150, it is determined whether or not the relative speed abnormality flag is established. To do. If the relative speed abnormality flag is not established (S5150: NO), the same processing as S500, S600, S700, S800, and S900 in FIG. That is, the target vehicle distance is calculated (S5160), the target acceleration calculation (S5170), the acceleration / deceleration control (S5180), and the acceleration / deceleration device drive output (S5190) related processes are executed. After executing S5200), the main process is terminated.
[0085]
On the other hand, if an affirmative determination is made in S5150, that is, if the relative speed abnormality flag is not established (S5150: NO), the flow proceeds to S5210, where a deceleration request, that is, a fuel cut (F / C) request, an overdrive (OD) ) Cancel all cut requests, downshift requests, and brake requests, and set the target acceleration to 0 km / h or a value in the vicinity thereof. Thereafter, the process proceeds to S5200.
[0086]
That is, when the relative speed abnormality flag is established, the normal output-related processing (S5160 to S5190) is not executed, and in S5210, the deceleration request itself is canceled and the target acceleration is set to 0 km / h / s or The process of setting the value in the vicinity is performed. The reason why the deceleration request is canceled is that the previous deceleration control state may have been executed based on the detection data that is not appropriate, and is therefore cleared once.
[0087]
In this way, even by devising the output stage, erroneous vehicle distance control and vehicle distance warning using a relative speed that does not appropriately reflect the relative behavior of the preceding vehicle or the like to be controlled should not be executed. Can do.
As described above, the present invention is not limited to such embodiments, and can be implemented in various forms without departing from the spirit of the present invention.
[0088]
(1) In the first or second embodiment, the processing related to the inter-vehicle warning (S900 in FIG. 2 or S5200 in FIG. 16) is executed on the premise of inter-vehicle control, and is therefore regarded as an invention of the inter-vehicle control device. However, it can also be configured as a device that realizes only an inter-vehicle warning. In that case, after determining the relative speed abnormality in S400 of FIG. 2 or S5140 of FIG. 16, the process may be immediately shifted to the processing of S900 of FIG. 2 or S5200 of FIG.
[0089]
(2) In the above embodiment, the inter-vehicle distance is used as it is as the “inter-vehicle distance equivalent value”, but time is used as a physical quantity corresponding to the inter-vehicle distance, and the same control is performed in the detected real time and the target time. The same control may be executed for the actual inter-vehicle time and the target inter-vehicle time using the inter-vehicle time (a value obtained by dividing the inter-vehicle distance by the vehicle speed of the own vehicle) as another physical quantity. When the target inter-vehicle distance is made variable according to the vehicle speed and the target inter-vehicle distance is set almost in proportion to the vehicle speed, the target time or the target inter-vehicle time is adjusted instead of adjusting the target inter-vehicle distance. However, the same effect can be obtained.
[0090]
(3) In the above-described embodiment, the target acceleration is adopted as the inter-vehicle control amount, but it goes without saying that a target torque or a target relative speed may be adopted.
[Brief description of the drawings]
FIG. 1 is a system block diagram of an inter-vehicle distance control apparatus according to an embodiment.
FIG. 2 is a flowchart showing a main process of inter-vehicle distance control.
FIG. 3 is a flowchart showing a relative speed abnormality determination subroutine executed during main processing.
FIG. 4 is a flowchart showing a relative speed change abnormality determination subroutine executed during relative speed abnormality determination;
FIG. 5 is a flowchart showing a collision determination subroutine executed during relative speed abnormality determination.
FIG. 6 is a flowchart showing a relative speed normality determination subroutine executed during relative speed abnormality determination.
7A is a flowchart showing a target acceleration calculation subroutine executed during main processing, and FIG. 7B is an explanatory diagram of a control map used for target acceleration calculation.
FIG. 8 is a flowchart showing an acceleration / deceleration control subroutine executed during main processing.
FIG. 9 is a flowchart showing a throttle control subroutine executed during acceleration / deceleration control.
FIG. 10 is a flowchart showing an accelerator-off control subroutine executed during acceleration / deceleration control.
FIG. 11 is a flowchart showing a downshift control subroutine executed during acceleration / deceleration control.
FIG. 12 is a flowchart showing a brake control subroutine executed during acceleration / deceleration control.
FIG. 13 is a flowchart showing an acceleration / deceleration device drive output subroutine executed during main processing.
FIG. 14 is a flowchart showing an output subroutine during non-control of the acceleration / deceleration device, which is executed during the main processing.
FIG. 15 is a flowchart showing an alarm generation determination subroutine executed during main processing.
FIG. 16 is a flowchart showing a main process of inter-vehicle distance control according to another embodiment.
FIG. 17 is an explanatory diagram of a situation example in which an abnormal relative speed is detected.
18 is an explanatory diagram of an inter-vehicle distance and a relative speed in the situation example of 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
16 ... Vehicle speed sensor
18 ... Brake switch
20 ... Cruise control switch
22 ... Cruise main switch
24 ... Body LAN

Claims (13)

Accelerating means and decelerating means that can be driven independently of acceleration and braking operations by the vehicle driver;
Inter-vehicle physical quantity detection means for irradiating a transmission wave over a predetermined angle range in the vehicle width direction and detecting an actual inter-vehicle physical quantity that is a physical quantity corresponding to the actual inter-vehicle distance between the host vehicle and the preceding vehicle based on the reflected wave;
Relative speed calculation means for calculating the relative speed between the host vehicle and the preceding vehicle based on the actual inter-vehicle physical quantity detected by the inter-vehicle physical quantity detection means;
An inter-vehicle deviation that is a difference between an actual inter-vehicle physical quantity detected by the actual inter-vehicle physical quantity detection means and a target inter-vehicle physical quantity that is a physical quantity corresponding to the target inter-vehicle distance between the host vehicle and the preceding vehicle, and the relative speed calculation means The inter-vehicle control amount is calculated based on the calculated relative speed, and the acceleration unit and the deceleration unit are driven and controlled based on the calculated inter-vehicle control amount, so that the vehicle travels following the preceding vehicle. Control means;
In the inter-vehicle control device comprising:
The vehicle control means, after newly discovered preceding vehicle, the first prerequisite elapsed time from the discovery is a preceding vehicle within a predetermined time, and second the actual inter-physical quantity is a predetermined value or less of the preceding vehicle assume a case where both conditions are satisfied, further, changes in the relative speed calculated by the relative velocity calculation means, the first condition that a value considered to not be generated in the normal control state Alternatively, when at least one of the second conditions in which the collision time calculated based on the relative speed is a value outside the applicable range on the inter-vehicle distance control system is satisfied, the calculated relative speed is Do not use for inter-vehicle control,
An inter-vehicle control device characterized by the above. The inter-vehicle control apparatus according to claim 1, wherein
The collision time is calculated as a value obtained by dividing the actual inter-vehicle distance by the absolute value of the relative speed when the relative speed is 0 or a positive value and infinite, and when the relative speed is a negative value. That
An inter-vehicle control device characterized by the above. In the inter-vehicle control apparatus according to claim 1 or 2,
The out-of-application range on the inter-vehicle control system is a range that is assumed to be entrusted to the operation of the vehicle driver,
An inter-vehicle control device characterized by the above. In the inter-vehicle control apparatus according to any one of claims 1 to 3,
The inter-vehicle distance control means temporarily fixes a relative speed used for calculating the inter-vehicle control amount to a predetermined value when at least one of the first condition and the second condition is satisfied.
An inter-vehicle control device characterized by the above. In the inter-vehicle control apparatus according to any one of claims 1 to 4,
The inter-vehicle distance control means temporarily fixes the inter-vehicle distance control amount to a predetermined value when at least one of the first condition and the second condition is satisfied;
An inter-vehicle control device characterized by the above. In the inter-vehicle control apparatus according to claim 5,
When at least one of the first condition and the second condition is established, the inter-vehicle distance control means cancels the deceleration control state if the inter-vehicle control at that time is the deceleration control state, Temporarily fixing the inter-vehicle control amount to a predetermined value;
An inter-vehicle control device characterized by the above. In the inter-vehicle control apparatus according to any one of claims 1 to 6,
The inter-vehicle distance control means includes
After at least one of the first condition and the second condition is satisfied, the relative speed calculated by the relative speed calculation means is calculated using the inter-vehicle physical quantity after all the conditions are not satisfied. The relative speed is judged normal by comparing with the speed,
If determined to be normal, temporarily stopping the relative speed or inter-vehicle control amount to a predetermined value, and executing inter-vehicle control using the relative speed calculated at that time,
An inter-vehicle control device characterized by the above. In the inter-vehicle control apparatus according to any one of claims 1 to 7,
further,
Judges whether the actual inter-vehicle physical quantity, which is the physical quantity equivalent to the actual inter-vehicle distance between the host vehicle and the preceding vehicle, has become smaller than a predetermined warning judgment value set based on at least the relative speed between the own vehicle and the preceding vehicle And when the physical inter-vehicle physical quantity is smaller than the alarm determination value, the vehicle inter-vehicle alarm means capable of executing alarm processing for the vehicle driver,
The vehicle alarm means after newly discovered preceding vehicle, the first prerequisite elapsed time from the discovery is a preceding vehicle within a predetermined time, and second the actual inter-physical quantity is a predetermined value or less of the preceding vehicle If both of the preconditions are satisfied, and if at least one of the first condition and the second condition is satisfied, the calculated relative speed is not used for the alarm determination. ,
An inter-vehicle control device characterized by the above. Inter-vehicle physical quantity detection means for irradiating a transmission wave over a predetermined angle range in the vehicle width direction and detecting an actual inter-vehicle physical quantity that is a physical quantity corresponding to the actual inter-vehicle distance between the host vehicle and the preceding vehicle based on the reflected wave;
Relative speed calculation means for calculating the relative speed between the host vehicle and the preceding vehicle based on the actual inter-vehicle physical quantity detected by the inter-vehicle physical quantity detection means;
It is determined whether the actual inter-vehicle physical quantity is smaller than a predetermined alarm determination value set based on at least the relative speed between the host vehicle and the preceding vehicle, and the actual inter-vehicle physical quantity is smaller than the alarm determination value. In the inter-vehicle warning device provided with inter-vehicle warning means capable of executing warning processing for the vehicle driver,
The vehicle alarm means after newly discovered preceding vehicle, the first prerequisite elapsed time from the discovery is a preceding vehicle within a predetermined time, and second the actual inter-physical quantity is a predetermined value or less of the preceding vehicle assume a case where both conditions are satisfied, further, changes in the relative speed calculated by the relative velocity calculation means, the first condition that a value considered to not be generated in the normal control state Alternatively, when at least one of the second conditions in which the collision time calculated based on the relative speed is a value outside the applicable range on the inter-vehicle distance control system is satisfied, the calculated relative speed is Not to be used for the alarm judgment;
An inter-vehicle warning device characterized by The inter-vehicle warning device according to claim 9,
The inter-vehicle warning means temporarily fixes a relative speed used for the warning determination to a predetermined value when at least one of the first condition or the second condition is satisfied,
An inter-vehicle warning device characterized by The inter-vehicle control apparatus according to claim 9 or 10,
The inter-vehicle warning means is
After at least one of the first condition and the second condition is satisfied, the relative speed calculated by the relative speed calculation means is calculated using the inter-vehicle physical quantity after all the conditions are not satisfied. The relative speed is judged normal by comparing with the speed,
When it is determined to be normal, the relative speed is temporarily stopped at a predetermined value, and an alarm determination using the relative speed calculated at that time is executed. Alarm device.   The computer-readable recording medium which recorded the program for functioning a computer system as a distance control means of the distance control apparatus in any one of Claims 1-8.   The computer-readable recording medium which recorded the program for functioning a computer system as an inter-vehicle warning means of the inter-vehicle warning device in any one of Claims 9-11.

Images