JP4432270B2 - Inter-vehicle distance control device - Google Patents

Description

となる。よって、ｌ１は
【数５】

と求められる。同様にしてｌ２は、
【数６】

となる。車間距離センサによる隣接車の計測距離がｌ１からｌ２の範囲に入れば、自車線の隣の車線に隣接車がいると認識することができる。
【００５１】
隣接車車間距離検出部６は、車間距離センサおよびマイクロコンピュータ等で構成され、自車線の左右の車線の走行車から自車までの車間距離を検出する。車間距離センサにはマルチビーム式あるいはスキャニング式のレーザレーダが用いられ、車間距離検出部１で用いられるものを兼用することができる。
【００５２】
この隣接車車間距離検出部６は、隣接車認識部５で認識された隣接車から自車までの縦方向の車間距離を検出し、すり抜け判定部７および目標車間距離変更部８へ送出する。図６にその検出方法を示すが、車間距離センサによる隣接車の計測距離がＬmであったとすると、隣接車と自車との縦方向の車間距離Ｌnは、
【数７】
Ｌn＝Ｌm・cosθ …（９）
となる。ここで、θは計測方向の角度である。以下では、自車線の左車線の隣接車から自車までの縦方向の車間距離をＬle、右車線の隣接車から自車までの縦方向の車間距離をＬriとし、これらＬleとＬriの何れか短い方を隣接車車間距離Ｌnとする。
【００５３】
すり抜け判定部７は、マイクロコンピュータ等で構成され、隣接車車間距離検出部６からの自車線の左右の車線の走行車から自車までの車間距離と、目標車間距離演算部４からの第１の目標車間距離に基づいて、並走する左右の車線の走行車の間を自車がすり抜けるか否かを判定し、これを目標車間距離変更部８へ送出する。
【００５４】
本例のすり抜け判定部７の判定方法を図７および図１１に示す。まず、隣接車車間距離検出部６により検出された自車線の左車線の隣接車から自車までの車間距離Ｌleと右車線の隣接車から自車までの車間距離Ｌriとの差の絶対値Ｌaを演算する。
【００５５】
【数８】
Ｌa＝｜Ｌle−Ｌri｜ …（１０）
Ｌaが所定値以下の場合には、左右の隣接車が並走していると判定される。この所定値は、例えば車両１台の全長程度に設定する。
【００５６】
次に、ＬleとＬriの何れか短い方を隣接車車間距離Ｌnとすると、自車に近い方の左右の隣接車から先行車までの距離Ｌmnは、先行車と自車との車間距離ＬからＬnを差し引いて、
【数９】
Ｌmn＝Ｌ−Ｌn …（１１）
となる。第１の目標車間距離Ｌr1がＬmnより小さい場合に、すり抜け状況があると判定される。
【００５７】
目標車間距離変更部８は、マイクロコンピュータ等で構成され、すり抜け状況があると判定されたときに目標車間距離を第１目標車間距離からすり抜け防止のための第２の目標車間距離に変更し、自車が隣接車をすり抜けないようにすべく、これを車間距離制御部９へ送出する。
【００５８】
図１２に目標車間距離の変更方法を示す。ここではまず、第２の目標車間距離Ｌr2を（１２）式のように自車に近い方の隣接車から先行車までの距離Ｌmnに所定距離Ｌrcを加えたものとし、目標車間距離変更部８は、目標車間距離Ｌrをそれまでの第１の目標車間距離Ｌr1から第２の目標車間距離Ｌr2に変更する。
【００５９】
【数１０】
Ｌr2＝Ｌmn＋Ｌrc …（１２）
ここでＬrcはたとえば次のように設定する。まず、左右の隣接車の死角に自車が位置しないようにＬrcを設定する方法を図８に基づいて説明する。同図に示すように、自車線の右側の隣接車のバックミラーで後方が見えなくなる角度をθd、道路幅をＷroadとすると、右側の隣接車のバックミラーの位置から自車が、
【数１１】
Ｗroad／tanθd …（１３）
以上後に位置すれば、自車は隣接車の死角部分には入らない。バックミラーから車両の後までの長さをＬrc2とすると、Ｌrcを
【数１２】
Ｌrc≧（Ｗroad／tanθd）−Ｌrc2 …（１４）
と設定すれば、自車は隣接車の死角に入らないように第２の目標車間距離が演算される。
【００６０】
次に、車間距離センサの検出範囲から左右の隣接車が外れないようにＬrcを設定する方法を図９に基づいて説明すると、車間距離センサの検出角度を±θm、道路幅をＷroadとすると、自車に近い方の隣接車から自車が、
【数１３】
Ｗroad／tanθm …（１５）
以上後に位置すれば、車間距離センサの検出範囲から隣接車が外れなくなる。したがって、Ｌrcを
【数１４】
Ｌrc≧（Ｗroad／tanθm） …（１６）
と設定すれば、車間距離センサの検出範囲から隣接車が外れないように第２の目標車間距離が演算される。
【００６１】
車間距離制御部９は、マイクロコンピュータ等で構成され、図１３に示すように、車間距離検出部１からの車間距離Ｌ、相対速度演算部３からの相対速度Ｌ’（＝ｄＬ／ｄｔ）、車速検出部２からの車速Ｖ及び目標車間距離変更部８からの目標車間距離Ｌrに基づいて、自車と自車の前の車両との車間距離を目標車間距離に制御するための目標車速Ｖrを演算する。
【００６２】
本例の演算式は、
【数１５】
Ｖr＝−ＫL（Ｌr−Ｌ）−ＫV・Ｌ’＋Ｖf …（１７）
とする。なお、（１７）式において、ＫL、ＫVは制御ゲイン、Ｖf＝Ｖ＋Ｌ’は先行車の車速を表す。
【００６３】
車速制御部１０は、マイクロコンピュータ等で構成され、図１４に示すように、車間距離制御部９からの目標車速Ｖrと、車速検出部２からの車速Ｖとに基づいて、車速を目標車速に制御するための目標駆動力Ｆrを演算する。
【００６４】
本例の演算式は、
【数１６】
Ｆr＝Ｋsp（Ｖr−Ｖ）−ＤE …（１８）
とする。ここで、Ｋspは制御ゲイン、ＤEは道路勾配や空気抵抗等の走行抵抗推定値である。このように走行抵抗を考慮して目標駆動力を演算することで、道路勾配や空気抵抗の影響による車速制御性能の悪化を抑制することができる。なお、図１４の走行抵抗推定部が下記（１９）式に基づいて走行抵抗推定値ＤEを演算する。
【００６５】
【数１７】
ＤE＝Ｈ（ｓ）・Ｍv・ｓ・Ｖ−Ｈ（ｓ）・Ｆr …（１９）
（１９）式において、Ｍvは車両重量、Ｈ（ｓ）はゲインが１のローパスフィルタである。
【００６６】
駆動力制御部１１は、マイクロコンピュータ等で構成され、図１５に示すように、車両の駆動力を目標駆動力に制御するためのスロットル開度及びブレーキ液圧を演算する。すなわち、車速制御部１０からの目標駆動力Ｆrに応じて、スロットル開度指令値Ｔhrと、ブレーキ液圧指令値Ｐbrとを演算する。本例では、制御装置を簡略化するためトルクコンバータのトルク増幅率を無視すると、目標駆動力Ｆrに対する目標エンジントルクＴengは下記（２０）式となる。
【００６７】
【数１８】
Ｔeng＝Ｆr／（Ｋdef・Ｋat） …（２０）
（２０）式においてＫdefはデファレンシャルギヤ比、Ｋatはトランスミッションの変速比である。
【００６８】
次に（２０）式で求めた目標エンジントルクとエンジン回転数から、図１６に示すエンジンマップを用いてスロットル開度指令値Ｔhrを求める。
【００６９】
ブレーキはスロットル開度がゼロのときに作動させるものとするが、ブレーキをかけて発生させる駆動力Ｆrbは、目標駆動力Ｆrからエンジンブレーキによる駆動力分Ｆebを差し引く必要がある。したがって、ブレーキをかけて発生させる駆動力Ｆrbは、下記（２１）式となる。
【００７０】
【数１９】
Ｆrb＝Ｆr−Ｆeb …（２１）
ただし、エンジンブレーキによる駆動力Ｆebは下記（２２）式により求める。同式においてＴeng0はスロットル開度がゼロのときのエンジントルクである。
【００７１】
【数２０】
Ｆeb＝Ｋdef・Ｋat・Ｔeng0 …（２２）
ここで、ブレーキシリンダ面積をＳb、ブレーキロータ半径をＲb、ブレーキパッドの摩擦係数をμbとし、マスタシリンダ液圧が四輪に等しく分圧されると仮定すると、ブレーキ力Ｆrbに対するブレーキ液圧指令値Ｐbrは下記（２３）式で演算される。
【００７２】
【数２１】
Ｐbr＝−Ｆrb／（４×２Ｓb・Ｒb・μb） …（２３）
スロットルアクチュエータ１２は、モータでワイヤを引っ張るタイプのものや、スロットルとモータが一体型の電子スロットル等が用いられ、スロットル開度を指令値に制御する。またブレーキアクチュエータ１３は、エンジンの負圧を利用してブレーキ液圧を増減させるもの等が用いられ、ブレーキ液圧を指令値に制御する。
【００７３】
次に動作を説明する。
【００７４】
図２に第１実施形態の全体の動作の流れを示す。このフローチャートで表されるルーチンは制御周期毎に実行される。
【００７５】
まず、自車と先行車の車間距離を検出し（ステップＳ１０）、車間距離の変化から相対速度を演算する（ステップＳ２０）。また自車速度を検出し（ステップＳ３０）、自車速度に応じて第１目標車間距離を演算する（ステップＳ４０）。
【００７６】
次いで自車線の左右の車線に隣接車がいるかを確認し（ステップＳ５０）、隣接車がいる場合には、隣接車から自車までの車間距離を検出する（ステップＳ７０）。
【００７７】
次に左車線の隣接車と右車線の隣接車が並走しているか否かを隣接車から自車までの車間距離から判定する（ステップＳ８０）。隣接車が並走している場合には、隣接車から先行車までの車間距離と第１の目標車間距離から、自車が隣接車をすり抜ける状況があるか否かを判定する（ステップＳ９０）。ここで、自車が隣接車をすり抜ける状況があると判定されると、すり抜け防止のための第２の目標車間距離を演算し（ステップＳ１００）、目標車間距離を第１の目標車間距離から第２の目標車間距離に変更する（ステップＳ１１０）。
【００７８】
次に、先行車と自車の車間距離を目標車間距離に制御するための目標車速を演算し（ステップＳ１２０）、車速を目標車速に制御するための目標駆動力を演算する（ステップＳ１３０）。そして、駆動力を目標駆動力に制御するためのスロットル開度、ブレーキ液圧を演算し（ステップＳ１４０）、スロットルアクチュエータ、ブレーキアクチュエータを駆動する（ステップＳ１５０）。
【００７９】
このように、本例の車間距離制御装置によれば、自車が隣接車の間をすり抜けることが回避され、その結果、乗員が違和感を感じるのを防止することができる。また、簡便な手法ですり抜け状況を判定することができる。
【００８０】
第２実施形態（請求項３）
図１７は本発明の第２実施形態を示すブロック図である。本例は、上述した第１実施形態に対し、隣接車相対速度演算部１４が付加され、さらにすり抜け判定部７には、隣接車相対速度演算部１４からの隣接車相対速度と、相対速度演算部３からの先行車との相対速度が入力される点が相違する。
【００８１】
隣接車相対速度演算部１４は、マイクロコンピュータ等で構成され、隣接車車間距離検出部６で検出された隣接車と自車との車間距離を微分や差分することで隣接車と自車との相対速度を演算し、これをすり抜け判定部７へ送出する。
【００８２】
一方、すり抜け判定部７は、隣接車から自車までの車間距離と相対速度、先行車から自車までの車間距離と相対速度、及び第１の目標車間距離から、自車が左右の並走する隣接車をすり抜けるか否かを予測する。
【００８３】
これを図１９を参照しながら説明すると、自車と先行車との車間距離Ｌが、第１の目標車間距離Ｌr1に整定するまでに自車が発生する減速度αrは、車間距離をＬ−Ｌr1つめる間に相対速度Ｌ’（＝ｄＬ／ｄｔ）をゼロにするように自車が減速すると考えると、概略下記（２４）式で表すことができる。
【００８４】
【数２２】
αr＝−Ｌ’^２／２（Ｌ−Ｌr1） …（２４）
自車が左の隣接車とすれ違う時間ｔleを求める。ここで、自車の減速度αr、左の隣接車と自車との車間距離Ｌle及び相対速度Ｌ’leと、自車が左の隣接車とすれ違う時間ｔleとは、図２０に示すような関係がある。同図より、左の隣接車の速度をＶle、自車が左の隣接車とすれ違うときの自車速度をＶxとすると、下記（２５）及び（２６）式の関係が成り立つ。
【００８５】
【数２３】
Ｌle＝（Ｖle−Ｖx）／２ｔle ＋ （Ｖx−Ｖ）ｔle …（２５）
Ｖx ＝Ｖ＋αr・ｔle …（２６）
ここで（２６）式を（２５）式に代入してＶxを消去すると、自車が左の隣接車とすれ違う時間ｔleは、
【数２３】
ｔle＝｛（Ｖle−Ｖ）＋（（Ｖle−Ｖ）^２＋２αrＬle）^１／２｝／αr
＝｛Ｌ’le＋（Ｌ’le^２＋２αrＬle）^１／２｝／αr …（２７）
となる。同様に、自車が右の隣接車とすれ違う時間ｔriは、
【数２４】
ｔri＝｛Ｌ’ri＋（Ｌ’ri^２＋２αrＬri）^１／２｝／αr …（２８）
となる。ただし、Ｌri、Ｌ’riはそれぞれ右の隣接車から自車までの車間距離および相対速度である。
【００８６】
これらの時間ｔle、ｔriが概略一致していると、自車が左の隣接車とすれ違うときに右の隣接車ともすれ違うことになる。すなわち、下記（２９）式のように、ｔleとｔriとの差が所定時間ｔc以内であれば自車が左の隣接車とすれ違うときに、右の隣接車ともすれ違うと判断することができる。
【００８７】
【数２５】
｜ｔle−ｔri｜≦ｔc …（２９）
ここで、ｔcを左右の隣接車がすれ違うのに要する時間とすると、ｔcは左右の隣接車の相対速度Ｌ’le−Ｌ’riと１車両の全長Ｌwから、
【数２６】
ｔc＝２Ｌw／｜Ｌ’le−Ｌ’ri｜ …（３０）
次に、自車と先行車との車間距離が第１の目標車間距離に整定するまでに自車が左右の隣接車とすり抜けるかどうかを判断するために、自車が左右の隣接車とすれ違う時間と、自車と先行車との車間距離が第１の目標車間距離に整定するのにかかる時間とどちらが早いか比較する。ここで、自車と先行車との車間距離が第１の目標車間距離に整定する時間ｔrは、自車が減速度αrで減速して相対速度Ｌ’がゼロになる時間であることから、
【数２７】
ｔr＝Ｌ’／αr …（３１）
となる。ｔrとｔleとを比較してｔle＜ｔcであれば、自車と先行車との車間距離が第１の目標車間距離に整定するまでに自車が左右の隣接車とすり抜けると判断する。
【００８８】
次に動作を説明する。
【００８９】
図１８に第２実施形態の全体の動作の流れを示す。このフローチャートで表されるルーチンは制御周期毎に実行されるが、上述した第１実施形態を異なる隣接車のすり抜け判定ルーチン（ステップ７０乃至ステップ７６）を主として説明する。
【００９０】
まず、自車と先行車の車間距離を検出し（ステップＳ１０）、車間距離の変化から相対速度を演算する（ステップＳ２０）。また自車速度を検出し（ステップＳ３０）、自車速度に応じて第１目標車間距離を演算する（ステップＳ４０）。
【００９１】
次に、自車線の左右の車線に隣接車がいるかどうかを認識し（ステップ５０）、隣接車がいる場合には（ステップ６０）、隣接車から自車までの車間距離を検出し（ステップ７０）、この隣接車から自車までの車間距離から相対速度を演算する（ステップ７５）。
【００９２】
次に、左右の隣接車から自車までの車間距離と相対速度、先行車から自車までの車間距離と相対速度、及び第１の目標車間距離から、自車が左右の隣接車をすり抜けるか否かを予測する（ステップ７６）。この予測は上述したすり抜け判定部７の処理にしたがって実行される。
【００９３】
自車が左右の隣接車の間をすり抜ける状況があると予測されると、すり抜け防止のための第２の目標車間距離を演算し（ステップ１００）、目標車間距離を第１の目標車間距離から第２の目標車間距離に変更する（ステップ１１０）。
【００９４】
最後に、先行車と自車の車間距離を目標車間距離に制御するための目標車速を演算し（ステップＳ１２０）、車速を目標車速に制御するための目標駆動力を演算する（ステップＳ１３０）。そして、駆動力を目標駆動力に制御するためのスロットル開度、ブレーキ液圧を演算し（ステップＳ１４０）、スロットルアクチュエータ、ブレーキアクチュエータを駆動する（ステップＳ１５０）。
【００９５】
このように、本例の車間距離制御装置によれば、自車が隣接車の間をすり抜けることが回避され、その結果、乗員が違和感を感じるのを防止することができることに加え、すり抜け状況の判定精度が高くなる。
【００９６】
第３実施形態（請求項４）
図２１は本発明の第３実施形態を示すブロック図である。本例は、上述した第１実施形態に対し、隣接車間隔検出部１５が付加され、この隣接車間隔検出部１５で検出された隣接車の間隔情報がすり抜け判定部７に入力される点が相違する。
【００９７】
隣接車間隔検出部１５は、車間距離検出部１で用いられているマルチビーム式又はスキャニング式のレーザレーダ等が兼用され、左側車線の隣接車と右側車線の隣接車との間隔を検出し、これをすり抜け判定部７へ送出する。間隔の検出処理にはマイクロコンピュータ等が用いられる。
【００９８】
隣接車間隔検出部１５は、隣接車認識部５によって認識された左右の隣接車の間隔を検出するが、図２３に示すように、車間距離センサによる右側車線の隣接車の計測距離がＬmri、左側車線の隣接車の計測距離がＬmleであったとすると、右側隣接車と左側隣接車の間隔Ｗlrは、
【数２８】
Ｗlr＝Ｌmlr・sinθle＋Ｌmri・sinθri …（３２）
となる。ここで、θriは右側隣接車の計測ビームのうち一番左側のビームから自車の進行方向までの角度を表し、θleは左側隣接車の計測ビームのうち一番右側のビームから自車の進行方向までの角度を表す。以上により、左右の隣接車の間隔を検出することができる。
【００９９】
次に動作を説明する。
【０１００】
図２２に第３実施形態の全体の動作の流れを示す。このフローチャートで表されるルーチンは制御周期毎に実行されるが、上述した第１実施形態を異なる隣接車のすり抜け判定ルーチン（ステップ７０乃至ステップ８６）を主として説明する。
【０１０１】
まず、自車と先行車の車間距離を検出し（ステップＳ１０）、車間距離の変化から相対速度を演算する（ステップＳ２０）。また自車速度を検出し（ステップＳ３０）、自車速度に応じて第１目標車間距離を演算する（ステップＳ４０）。
【０１０２】
次に、自車線の左右の車線に隣接車がいるかどうかを認識し（ステップ５０）、隣接車がいる場合には（ステップ６０）、隣接車から自車までの車間距離を検出する（ステップ７０）。
【０１０３】
次に、左車線の隣接車と右車線の隣接車が並走しているか否かを隣接車から自車までの車間距離から判定する（ステップＳ８０）。隣接車が並走している場合には、隣接車の間隔を検出し（ステップ８５）、隣接車の間隔が所定値以下であるか否かを判定する（ステップ８６）。なお、隣接車の間隔は上述した隣接車間隔検出部１５の処理手順で実行される。ここで、隣接車の間隔が所定値以下であるときは、隣接車から先行車までの車間距離と第１の目標車間距離から、自車が左右の隣接車をすり抜けるか否かを予測する（ステップ９０）。
【０１０４】
自車が左右の隣接車の間をすり抜ける状況があると予測されると、すり抜け防止のための第２の目標車間距離を演算し（ステップ１００）、目標車間距離を第１の目標車間距離から第２の目標車間距離に変更する（ステップ１１０）。
【０１０５】
最後に、先行車と自車の車間距離を目標車間距離に制御するための目標車速を演算し（ステップＳ１２０）、車速を目標車速に制御するための目標駆動力を演算する（ステップＳ１３０）。そして、駆動力を目標駆動力に制御するためのスロットル開度、ブレーキ液圧を演算し（ステップＳ１４０）、スロットルアクチュエータ、ブレーキアクチュエータを駆動する（ステップＳ１５０）。
【０１０６】
このように、本例の車間距離制御装置によれば、自車が隣接車の間をすり抜けることが回避され、その結果、乗員が違和感を感じるのを防止することができることに加え、左右の隣接車同士の間隔に応じて、すり抜け状況が回避又は許可されるので、乗員が違和感を感じるようなすり抜けのみを回避することができる。
【０１０７】
第４実施形態（請求項７）
図１に示す構成の車間距離制御装置において、目標車間距離変更部８の処理を以下のように構成することもできる。
【０１０８】
すなわち、本例の目標車間距離変更部８は、自車が左右の隣接車の間をすり抜ける手前位置から先行車位置までの距離が、所定値以上長い場合には、目標車間距離を第１の目標車間距離から第２の目標車間距離に変更しない。つまり、下記（３３）式のように、図７におけるＬmnが所定値Ｌc以上か否かを判断し、Ｌmnが所定値Ｌc以上であるときは目標車間距離Ｌrを第１の目標車間距離Ｌr1から第２の目標車間距離Ｌr2に変更しない。
【０１０９】
【数２９】
Ｌmn≧Ｌc …（３３）
ここで、先行車と自車との間にもう一台の車両が走行するスペースを空けないように、たとえばＬcは第１の目標車間距離Ｌr1の２倍に設定する。
【０１１０】
このように、本例の車間距離制御装置によれば、すり抜けを許可することで、後続車への迷惑を防止することができる。
【０１１１】
第５実施形態（請求項８）
また、図１に示す構成の車間距離制御装置において、目標車間距離変更部８の処理を以下のように構成することもできる。
【０１１２】
すなわち、本例の目標車間距離変更部８は、下記（３４）式のように、第２の目標車間距離が所定値以上長く、目標車間距離が第１の目標車間距離から第２の目標車間距離に変更されてから所定時間が経過しても、自車が左右の隣接車の間をすり抜ける状況がなくならない場合には、目標車間距離を第２の目標車間距離Ｌr2から第１の目標車間距離Ｌr1に戻す。
【０１１３】
【数３０】
Ｌr2≧Ｌc …（３４）
このように、本例の車間距離制御装置によれば、すり抜けを許可することで、車間距離が開きすぎる状態が長く続くのを抑制することができ、後続車への迷惑を防止することができる。
【０１１４】
第６実施形態（請求項９）
図２４は本発明の第６実施形態を示すブロック図である。本例は、上述した第１実施形態に対し、相対速度演算部３で求められた相対速度が目標車間距離変更部８にも入力される点が相違する。
【０１１５】
本例の目標車間距離変更部８は、先行車から自車までの車間距離を第２の目標車間距離に一致させるまでに自車が発生しなければならない減速度に応じて、目標車間距離を第１の目標車間距離から第２の目標車間距離に変更しない。
【０１１６】
すなわち、自車と先行車との車間距離Ｌが、第２の目標車間距離Ｌr2に整定するまでに自車が発生する減速度αr2は、車間距離Ｌ−Ｌr2つめる間に相対速度Ｌ’をゼロにするように自車が減速すると考えると、概略下記（３５）式のようになる。
【０１１７】
【数３１】
αr2＝−Ｌ’／２（Ｌ−Ｌr2） …（３５）
自車が発生する減速度αr2が所定値を超えると、目標車間距離変更部８は、目標車間距離Ｌrを第１の目標車間距離Ｌr1から第２の目標車間距離Ｌr2へ変更するのを止める。
【０１１８】
このように、本例の車間距離制御装置によれば、すり抜けを許可することで、自車の急減速を防止することができ、急減速による乗員の違和感の発生を回避することができる。
【０１１９】
第７実施形態（請求項１０）
図２４に示す構成の車間距離制御装置において、目標車間距離変更部８の処理を以下のように構成することもできる。
【０１２０】
すなわち、本例の車間距離変更部８は、自車と先行車との相対速度が概略ゼロであり、自車と先行車との車間距離が第１の目標車間距離に概略一致している場合は、目標車間距離を第１の目標車間距離から第２の目標車間距離へ変更しない。
【０１２１】
この場合、まず下記（３６）式に示すように、相対速度Ｌ’が所定値Ｖc以下であるかどうかを判断し、さらに（３７）式に示すように、自車と先行車との車間距離Ｌと第１の目標車間距離Ｌr1との差が所定値Ｌc1以下であるかどうかを判断することにより実行する。
【０１２２】
【数３２】
Ｌ’≦Ｖc …（３６）
｜Ｌ−Ｌr1｜≦Ｌc1 …（３７）
ここで、Ｖc、Ｌc1は充分小さい値とする。
【０１２３】
これにより、自車が先行車に第１の目標車間距離Ｌr1を保って走行しているときは、すり抜けを許可することによってすり抜け時に乗員が感じる違和感よりも、先行車との車間距離が開くことと加減速によって感じる違和感の方を抑制することができる。
【０１２４】
なお、以上説明した実施形態は、本発明の理解を容易にするために記載されたものであって、本発明を限定するために記載されたものではない。したがって、上記の実施形態に開示された各要素は、本発明の技術的範囲に属する全ての設計変更や均等物をも含む趣旨である。
【図面の簡単な説明】
【図１】本発明の第１実施形態を示すブロック図である。
【図２】本発明の第１実施形態の制御手順を示すフローチャートである。
【図３】本発明に係る車間距離検出手段を説明するための図である。
【図４】本発明に係る車間距離検出手段を説明するためのグラフである。
【図５】本発明に係る車間距離検出手段における隣接車の計測範囲の具体的な求め方を説明するための図である。
【図６】本発明に係る隣接車車間距離検出手段における検出方法を説明するための図である。
【図７】本発明に係るすり抜け判定手段の判定方法の一例を説明するための図である。
【図８】本発明に係る目標車間距離変更手段における変更方法を説明するための図である。
【図９】本発明に係る目標車間距離変更手段における変更方法を説明するための図である。
【図１０】本発明に係る目標車間距離演算手段を示す制御ブロック図である。
【図１１】本発明に係るすり抜け判定手段を示す制御ブロック図である。
【図１２】本発明に係る目標車間距離変更手段を示す制御ブロック図である。
【図１３】本発明に係る車間距離制御手段を示す制御ブロック図である。
【図１４】本発明に係る車速制御手段を示す制御ブロック図である。
【図１５】本発明に係る駆動力制御手段を示す制御ブロック図である。
【図１６】本発明に係る駆動力制御手段にて用いられる制御マップである。
【図１７】本発明の第２実施形態を示すブロック図である。
【図１８】本発明の第２実施形態の制御手順を示すフローチャートである。
【図１９】本発明の第２実施形態に係るすり抜け判定手段における判定方法を説明するための図である。
【図２０】本発明の第２実施形態に係るすり抜け判定手段における判定方法を説明するための図である。
【図２１】本発明の第３実施形態を示すブロック図である。
【図２２】本発明の第３実施形態の制御手順を示すフローチャートである。
【図２３】本発明の第３実施形態に係る隣接車間隔検出手段における検出方法を説明するための図である。
【図２４】本発明の第６実施形態を示すブロック図である。
【図２５】従来の車間距離制御装置の問題点を説明するための図である。
【図２６】本発明の車間距離制御装置による制御方法を説明するための図である。
【符号の説明】
１…車間距離検出部
２…車速検出部
３…相対速度演算部
４…目標車間距離演算部
５…隣接車認識部
６…隣接車車間距離検出部
７…すり抜け判定部
８…目標車間距離変更部
９…車間距離制御部
１０…車速制御部
１４…隣接車相対速度演算手段
１５…隣接車間隔検出手段[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an inter-vehicle distance control device that controls an inter-vehicle distance from a preceding vehicle, and in particular, when a traveling vehicle (hereinafter also referred to as an adjacent vehicle) exists in the left and right lanes of the own lane, The present invention relates to an inter-vehicle distance control device that controls a host vehicle so as not to pass through the vehicle.
[0002]
[Prior art]
As a conventional inter-vehicle distance control device, a device that controls the inter-vehicle distance with a preceding vehicle to a predetermined target inter-vehicle distance (first target inter-vehicle distance) is known (see Japanese Patent Laid-Open No. 6-227280).
[0003]
[Problems to be solved by the invention]
However, such a conventional inter-vehicle distance control device is configured to control the inter-vehicle distance from the preceding vehicle to the first target inter-vehicle distance regardless of the presence or absence of traveling vehicles on the left and right lanes of the own lane. Therefore, as shown in FIG. 25, when approaching the preceding vehicle from a distance, there is a problem that it may pass through the vehicles on the left and right lanes of the own lane, that is, between adjacent vehicles, which may cause the passengers to feel uncomfortable. was there.
[0004]
The present invention has been made in view of such problems of the prior art. When there is a situation in which the host vehicle passes through between adjacent vehicles, the target inter-vehicle distance is set to the first distance as shown in FIG. An object of the present invention is to provide an inter-vehicle distance control device that changes a target inter-vehicle distance to a target inter-vehicle distance (second target inter-vehicle distance) for preventing slip-through and controls the vehicle to a position before passing between adjacent vehicles. To do.
[0005]
[Means for Solving the Problems]
The inter-vehicle distance control device of the present invention assumes the following scene.
[0006]
That is, when the host vehicle approaches the preceding vehicle from a distance, the target position where the host vehicle travels according to the first target inter-vehicle distance is more than the position of the traveling vehicle (adjacent vehicle) running side by side in the left and right lanes of the own lane. When the vehicle is slightly ahead of the vehicle, the vehicle must pass through the left and right traveling vehicles and approach the preceding vehicle. In such a situation, such slip-through is avoided to prevent the passenger from feeling uncomfortable.
[0007]
(1) In order to achieve such an object, according to the first aspect of the present invention, the inter-vehicle distance detecting means for detecting the inter-vehicle distance between the own vehicle and the preceding vehicle, and the driving force of the own vehicle are controlled to control the inter-vehicle distance. An inter-vehicle distance control means for controlling the inter-vehicle distance detected by the distance detection means to a first target inter-vehicle distance; an adjacent vehicle recognition means for recognizing an adjacent vehicle traveling in the left and right lanes of the own lane; When it is determined that there is a slip-through determination unit that determines whether or not there is a situation that slips between adjacent vehicles recognized by the vehicle recognition unit, and a situation that the host vehicle slips between adjacent vehicles exists, the second The target inter-vehicle distance is set to be equal to or greater than the distance from the position just before the host vehicle passes between adjacent vehicles to the preceding vehicle position, and the target inter-vehicle distance is changed from the first target inter-vehicle distance to the second target inter-vehicle distance. And a target inter-vehicle distance changing means During distance control device is provided.
[0008]
In the present invention, “adjacent vehicle” refers to a vehicle traveling in the left lane or right lane of the lane in which the host vehicle is traveling, and “passing through” refers to a vehicle traveling in both the left and right lanes. It means a situation in which the vehicle is overtaking these adjacent vehicles by driving in the lane between adjacent vehicles.
[0009]
In this inter-vehicle distance control device, it is determined whether or not there is a situation in which the host vehicle passes between adjacent vehicles by the slip-through determination means, and the target vehicle distance changing unit determines from the position before the host vehicle passes between adjacent vehicles. Set a distance greater than the distance to the vehicle. Thereby, it is possible to prevent the own vehicle from passing between adjacent vehicles, and as a result, it is possible to prevent the passenger from feeling uncomfortable.
[0010]
(2) Although not particularly limited in the above invention, the invention according to claim 2 further includes an adjacent vehicle inter-vehicle distance detection means for detecting an inter-vehicle distance between the own vehicle and the adjacent vehicle recognized by the adjacent vehicle recognition means. The slip-through determination means recognizes whether or not the adjacent vehicle is running roughly in parallel based on the inter-vehicle distance from the adjacent vehicle to the host vehicle detected by the adjacent vehicle inter-vehicle distance detection means. When the target inter-vehicle distance is smaller than the inter-vehicle distance from the adjacent vehicle to the preceding vehicle, it is determined that there is a situation where the host vehicle passes through between the adjacent vehicles.
[0011]
In this inter-vehicle distance control device, the inter-vehicle distance detection means detects the inter-vehicle distance between the own vehicle and the adjacent vehicle, and whether the left and right adjacent vehicles are running side by side based on the inter-vehicle distance between the own vehicle and the adjacent vehicle. Whether or not is determined by the slipping-through determination means. That is, when the inter-vehicle distance between the own vehicle and the left and right adjacent vehicles is not more than a predetermined value, it is determined that the left and right adjacent vehicles are running side by side as viewed from the own vehicle. In this way, the passing-through situation can be determined by a simple method.
[0012]
In addition, even if the left and right adjacent cars are not parallel running before the own vehicle catches up with the adjacent cars on the left and right lanes, these adjacent cars are running side by side when the own vehicle catches up with the adjacent cars In some cases, however, such a situation can be dealt with by simply determining the slip-through state based on the distance between the adjacent vehicles as in the present invention.
[0013]
(3) Although not particularly limited in the above invention, in the invention described in claim 3, the inter-adjacent vehicle distance detection means for detecting the inter-vehicle distance between the own vehicle and the adjacent vehicle recognized by the adjacent vehicle recognition means, An adjacent vehicle relative speed detection unit that detects a relative speed between the vehicle and the adjacent vehicle; and a preceding vehicle relative speed detection unit that detects a relative speed between the host vehicle and the traveling vehicle; Vehicle-to-vehicle distance detected by the vehicle-to-vehicle distance detection means, vehicle-to-vehicle distance between the adjacent vehicle and the adjacent vehicle relative speed detection means, relative speed between the vehicle and the adjacent vehicle detected by the adjacent vehicle, and preceding distance detected by the vehicle-to-vehicle distance detection means Based on the inter-vehicle distance, the relative speed between the own vehicle and the preceding vehicle detected by the preceding vehicle relative speed detecting means, and the first target inter-vehicle distance, the own vehicle is arranged next to either the left or right adjacent vehicle. When my car is on the other And predict whether run in parallel at the same time as the contact wheel, it is determined whether or not the own vehicle situation slip through between adjacent vehicles is generated.
[0014]
In this inter-vehicle distance control device, the inter-vehicle distance between the own vehicle and the adjacent vehicle, the relative speed between the own vehicle and the adjacent vehicle, the inter-vehicle distance between the preceding vehicle, the relative speed between the own vehicle and the preceding vehicle, and the first target inter-vehicle distance. Based on the above, when the own vehicle is lined up next to either the left or right adjacent vehicle, it is predicted whether or not the own vehicle is running in parallel with the other adjacent vehicle. That is, in consideration of the behavior of the left and right adjacent vehicles and the behavior of the own vehicle following the preceding vehicle, it is determined whether the own vehicle is lined up with both the left and right adjacent vehicles at the same time. Accordingly, the determination accuracy of the slip-through situation is increased.
[0015]
(4) Although not particularly limited in the above invention, in the invention described in claim 4, the vehicle further includes an adjacent vehicle interval detection unit that detects an interval between adjacent vehicles recognized by the adjacent vehicle recognition unit, and the slippage determination unit includes When the distance between adjacent vehicles detected by the adjacent vehicle interval detection means is smaller than a predetermined distance, it is determined that there is a situation in which the host vehicle passes through between adjacent vehicles.
[0016]
When a slip-through situation occurs, the occupant feels more uncomfortable as the interval between vehicles passing through becomes narrower. Conversely, if the interval is wide, the occupant does not feel a sense of discomfort, and the need to avoid the slip-through situation is reduced.
[0017]
In the inter-vehicle distance control device of the present invention, the adjacent vehicle interval detection means detects the interval between the left and right adjacent vehicles (interval in the road width direction), and if this interval is smaller than the predetermined distance, it is determined that the vehicle is in a slip-through situation. Avoid your vehicle from passing through. That is, since the slip-through situation is avoided or permitted according to the interval between the left and right adjacent vehicles, it is possible to avoid only the slip-through where the passenger feels uncomfortable.
[0018]
(5) Although not particularly limited in the above invention, in the invention described in claim 5, the target inter-vehicle distance changing means is configured such that the own vehicle is adjacent to the adjacent vehicle so that the own vehicle is not located in the blind spot on the rear side of the adjacent vehicle. The distance from the position in front of the vehicle passing through to the position of the preceding vehicle plus a predetermined distance is the second target inter-vehicle distance, and the target inter-vehicle distance is changed from the first target inter-vehicle distance to the second target inter-vehicle distance. To do.
[0019]
There is a possibility that the vehicle enters the blind spot on the rear side of the left and right adjacent vehicles at the position before the vehicle passes between the left and right adjacent vehicles, but in the inter-vehicle distance control device of the present invention, the vehicle is Since the distance between the position in front of passing through the adjacent vehicle and the position of the preceding vehicle plus the predetermined distance is the second target inter-vehicle distance, the vehicle does not enter the blind spot behind the left and right adjacent vehicles. Can be controlled. Therefore, the own vehicle exists in a position that is always visible from the rear-view mirrors of the left and right adjacent vehicles, and the possibility that the left and right adjacent vehicles unexpectedly change to the own lane can be reduced.
[0020]
(6) Although not particularly limited in the above invention, in the invention described in claim 6, the target inter-vehicle distance changing unit is configured to prevent the adjacent vehicle from deviating from a detection range of the adjacent vehicle inter-vehicle distance detecting unit. A second target inter-vehicle distance is calculated according to the detection range of the inter-vehicle distance detection means, and the target inter-vehicle distance is changed from the first target inter-vehicle distance to the second target inter-vehicle distance.
[0021]
At the position just before passing between the left and right adjacent vehicles, the left and right adjacent vehicles are located diagonally to the side of the host vehicle, so it may be out of the detection range of the sensor that is the distance detection means between adjacent vehicles, and may be lost. In the inter-vehicle distance control device of the present invention, the second target inter-vehicle distance is calculated according to the detection range of the adjacent inter-vehicle distance detection means, and the own vehicle is controlled by this inter-vehicle distance, so that the adjacent vehicle detects the adjacent inter-vehicle distance. It is possible to prevent the left and right adjacent vehicles from being reliably detected even when passing through, and as a result, it is possible to reliably prevent slipping through.
[0022]
(7) In the above invention, the main purpose is to avoid a slip-through situation. However, when an important situation occurs rather than to avoid a slip-through situation, it may be preferable to prioritize it.
[0023]
Therefore, in the invention according to claim 7, the target inter-vehicle distance changing means sets the target inter-vehicle distance as the first inter-vehicle distance when the distance from the front position where the host vehicle passes between adjacent vehicles to the preceding vehicle position is larger than a predetermined value. The target inter-vehicle distance is not changed to the second target inter-vehicle distance.
[0024]
That is, if the distance between the host vehicle and the preceding vehicle becomes extremely long, there is a possibility that the following vehicle may be annoying. Accordingly, when the distance from the front position where the own vehicle passes between adjacent vehicles to the preceding vehicle position is larger than a predetermined value, that is, when the distance between the preceding vehicle and the preceding vehicle is extremely long, the passing is permitted. Thereby, trouble to the following vehicle can be prevented.
[0025]
(8) In the invention according to claim 8, the target inter-vehicle distance changing means has a second target inter-vehicle distance larger than a predetermined value, and the target inter-vehicle distance is changed from the first target inter-vehicle distance to the second target inter-vehicle distance. If the situation in which the host vehicle passes through between adjacent vehicles does not disappear even after a predetermined time has elapsed since the change to, the target inter-vehicle distance is returned to the first target inter-vehicle distance.
[0026]
This inter-vehicle distance control device increases the inter-vehicle distance between the host vehicle and the preceding vehicle by avoiding slipping between the adjacent vehicles on the left and right. Cancel the avoidance control. This can also prevent troubles for the following vehicle.
[0027]
(9) In the invention according to claim 9, the target inter-vehicle distance changing means must generate the own vehicle until the inter-vehicle distance from the preceding vehicle to the own vehicle coincides with the second target inter-vehicle distance. The target inter-vehicle distance is not changed from the first target inter-vehicle distance to the second target inter-vehicle distance according to the deceleration.
[0028]
In this inter-vehicle distance control device, when the own vehicle needs a sudden deceleration in order to avoid slip-through, the pass-through is permitted. Thereby, sudden deceleration of the own vehicle can be prevented, and generation | occurrence | production of the discomfort of a passenger | crew by sudden deceleration can be avoided.
[0029]
(10) Further, in the invention according to claim 10, the target inter-vehicle distance changing means has a relative speed between the own vehicle and the preceding vehicle of substantially zero, and the inter-vehicle distance between the own vehicle and the preceding vehicle is the first target. When the distance between the vehicles substantially matches the distance between the vehicles, the target distance between the vehicles is not changed from the first target distance between the vehicles to the second target distance between the vehicles.
[0030]
In this inter-vehicle distance control device, when the host vehicle follows the preceding vehicle and travels while maintaining the first target inter-vehicle distance, the passing is permitted, and the following to the preceding vehicle is prioritized over the avoidance of passing. As a result, it is possible to prevent the distance between the preceding vehicle and the passenger from feeling uncomfortable due to acceleration / deceleration.
[0031]
【The invention's effect】
According to the first aspect of the present invention, it is possible to prevent the own vehicle from passing between adjacent vehicles, and as a result, it is possible to prevent the passenger from feeling uncomfortable.
[0032]
In addition, according to the second aspect of the present invention, it is possible to determine the slip-through state by a simple method.
[0033]
In addition, according to the third aspect of the invention, the accuracy of determination of the slip-through situation is increased.
[0034]
According to the fourth aspect of the present invention, it is possible to avoid only slipping through which the passenger feels uncomfortable.
[0035]
According to the fifth aspect of the present invention, it is possible to reduce the possibility that the left and right adjacent vehicles unexpectedly change to the own lane.
[0036]
According to the sixth aspect of the present invention, slipping through can be reliably prevented.
[0037]
According to the seventh and eighth aspects of the invention, it is possible to prevent inconvenience to the following vehicle.
[0038]
According to the ninth aspect of the present invention, it is possible to prevent sudden deceleration of the host vehicle, and to avoid the occurrence of an uncomfortable feeling of the passenger due to the sudden deceleration.
[0039]
According to the tenth aspect of the present invention, it is possible to prevent the passenger from feeling uncomfortable due to an increase in the inter-vehicle distance from the preceding vehicle and acceleration / deceleration.
[0040]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[0041]
First embodiment (Claims 1, 2, 5, and 6)
FIG. 1 is a block diagram showing a first embodiment of the present invention.
[0042]
The inter-vehicle distance detection unit 1 is configured by a multi-beam type or scanning type laser radar or the like, detects the inter-vehicle distance between the preceding vehicle and the host vehicle, and sends it to the relative speed calculation unit 3. The vehicle speed detection unit 2 includes a wheel speed sensor that generates pulses according to the rotation of the wheels, detects the vehicle speed, and sends it to the inter-vehicle distance control unit 9, the target inter-vehicle distance calculation unit 4, and the vehicle speed control unit 10. The relative speed calculation unit 3 is configured by a microcomputer or the like, and obtains the inter-vehicle distance by differentiating or subtracting the inter-vehicle distance signal sent from the inter-vehicle distance detection unit 1.
[0043]
The target inter-vehicle distance calculation unit 4 is configured by a microcomputer or the like, calculates a first target inter-vehicle distance according to the vehicle speed sent from the vehicle speed detection unit 2, and passes this to the pass-through determination unit 7 and the target inter-vehicle distance change unit 8. Send it out. In this example, the first target inter-vehicle distance Lr1 is calculated according to the following equation (1) according to the vehicle speed V as shown in FIG. In the formula (1), Tc is a constant.
[0044]
[Expression 1]
Lr1 = Tc · V (1)
The adjacent vehicle recognition unit 5 includes an inter-vehicle distance sensor, a microcomputer, and the like, recognizes the presence of a traveling vehicle in the left and right lanes of the own lane, and sends this to the adjacent vehicle inter-vehicle distance detection unit 6. FIGS. 3 and 4 show a method of recognizing a traveling vehicle in the right lane and the left lane of the own lane in this example. As the inter-vehicle distance sensor, a multi-beam type or scanning type laser radar is used, and the one used in the inter-vehicle distance detection unit 1 can also be used. As shown in FIG. 3, the laser radar measures, for example, a distance in 17 directions, and FIG. 4 shows the measurement distances of the 1st to 17th laser beams. If the measurement distance of each laser beam falls within the range surrounded by the oblique lines, it can be determined that there are traveling vehicles on the left and right sides of the own lane.
[0045]
Here, when the traveling vehicle and the own vehicle are in the situation as shown in FIG. 3, the second to fourth laser beams capture the traveling vehicle in the left adjacent lane of the own lane, and the 14th The 16th laser beam captures the traveling vehicle on the right lane of the own lane. At this time, since the measurement distances of the second to fourth laser beams fall within the range indicated by the oblique lines in FIG. 4, it can be recognized that there is a traveling vehicle on the left adjacent lane. Similarly, since the measurement distances of the 14th to 16th laser beams fall within the range indicated by the other oblique line in FIG. 4, it can be recognized that there is a traveling vehicle on the right adjacent lane.
[0046]
A specific method for obtaining the measurement range of the adjacent vehicle, which is the hatched range in FIG. 4, will be described with reference to FIGS. In FIG. 5A, if the distance measured by the inter-vehicle distance sensor falls within the range of l1 to l2, it can be recognized that there is an adjacent vehicle in the right lane of the own lane. When the angle of the laser beam measurement direction is θ and the road width is Wroad, l1 and l2 can be obtained by the following equations.
[0047]
[Expression 2]
l1 = (1/2) (Wroad / sinθ) (2)
l2 = (3/2) (Wroad / sinθ) (3)
Even if there is a case of recognizing a traveling vehicle in the next lane of the own lane, it can be recognized in the same way by examining the range of the measurement distance that captures the traveling vehicle in the second lane. it can.
[0048]
In addition, in order to prevent erroneous recognition of a stationary object on the shoulder or a traveling vehicle on the opposite lane as an adjacent vehicle, the relative speed is calculated from the change in the measured distance, and the relative speed (when approaching is defined as +). If it is smaller than the own vehicle speed, it is determined that the vehicle is traveling in the same direction as the own vehicle. Furthermore, when traveling on a curve, the range for capturing traveling vehicles on the left and right lanes may be corrected.
[0049]
FIG. 5B shows a specific method for obtaining the measurement range of the adjacent vehicle when traveling on a curve. When the curve radius is R, the angle of the laser beam measurement direction is θ, and the road width is Wroad, the relationships shown in the following equations (4) and (5) are established.
[0050]
[Equation 3]
(R + x1)²+ Y1²= (R + Wroad / 2)²  (4)
x1 / y1 = tan θ (5)
Here, x1 and y1 are the horizontal component and vertical component of l1, respectively. Substituting x1 in equation (5) into equation (4) and calculating y1,
[Expression 4]

It becomes. Therefore, l1 is
[Equation 5]

Is required. Similarly, l2 is
[Formula 6]

It becomes. If the measurement distance of the adjacent vehicle by the inter-vehicle distance sensor falls within the range of l1 to l2, it can be recognized that there is an adjacent vehicle in the lane adjacent to the own lane.
[0051]
The adjacent vehicle inter-vehicle distance detection unit 6 includes an inter-vehicle distance sensor, a microcomputer, and the like, and detects the inter-vehicle distance from the traveling vehicle to the own vehicle on the left and right lanes of the own lane. As the inter-vehicle distance sensor, a multi-beam type or scanning type laser radar is used, and the one used in the inter-vehicle distance detection unit 1 can also be used.
[0052]
The adjacent vehicle distance detection unit 6 detects the vertical inter-vehicle distance from the adjacent vehicle recognized by the adjacent vehicle recognition unit 5 to the own vehicle, and sends the detected distance to the pass-through determination unit 7 and the target inter-vehicle distance change unit 8. FIG. 6 shows the detection method. When the distance measured by the inter-vehicle distance sensor is Lm, the vertical inter-vehicle distance Ln between the adjacent vehicle and the own vehicle is
[Expression 7]
Ln = Lm · cosθ (9)
It becomes. Here, θ is an angle in the measurement direction. In the following, the longitudinal inter-vehicle distance from the adjacent vehicle in the left lane of the own lane to the own vehicle is Lle, and the inter-vehicle distance from the adjacent vehicle in the right lane to the own vehicle is Lri, and either Lle or Lri The shorter one is set as the distance Ln between adjacent vehicles.
[0053]
The slip-through determination unit 7 is configured by a microcomputer or the like, and the inter-vehicle distance from the traveling vehicle to the own vehicle on the left and right lanes of the own lane from the adjacent vehicle inter-vehicle distance detection unit 6 and the first inter-vehicle distance calculation unit 4 Based on the target inter-vehicle distance, it is determined whether or not the host vehicle passes between the traveling vehicles on the left and right lanes running side by side, and this is sent to the target inter-vehicle distance changing unit 8.
[0054]
The determination method of the slip-through determination unit 7 of this example is shown in FIGS. First, the absolute value La of the difference between the inter-vehicle distance Lle from the adjacent vehicle in the left lane of the own lane and the own vehicle detected by the inter-vehicle distance detector 6 and the inter-vehicle distance Lri from the adjacent vehicle in the right lane to the own vehicle. Is calculated.
[0055]
[Equation 8]
La = | Lle−Lri | (10)
When La is less than or equal to a predetermined value, it is determined that the left and right adjacent vehicles are running in parallel. This predetermined value is set to about the entire length of one vehicle, for example.
[0056]
Next, if the shorter one of Lle and Lri is the distance between adjacent vehicles Ln, the distance Lmn from the left and right adjacent vehicles closer to the vehicle to the preceding vehicle is calculated from the distance L between the preceding vehicle and the own vehicle. Subtract Ln,
[Equation 9]
Lmn = L−Ln (11)
It becomes. When the first target inter-vehicle distance Lr1 is smaller than Lmn, it is determined that there is a slip-through situation.
[0057]
The target inter-vehicle distance changing unit 8 is composed of a microcomputer or the like, and changes the target inter-vehicle distance from the first target inter-vehicle distance to the second target inter-vehicle distance for preventing slip-through when it is determined that there is a slip-through situation. This is sent to the inter-vehicle distance control unit 9 so that the own vehicle does not pass through the adjacent vehicle.
[0058]
FIG. 12 shows a method for changing the target inter-vehicle distance. Here, first, it is assumed that the second target inter-vehicle distance Lr2 is obtained by adding the predetermined distance Lrc to the distance Lmn from the adjacent vehicle closer to the preceding vehicle to the preceding vehicle as in the equation (12), and the target inter-vehicle distance changing unit 8 Changes the target inter-vehicle distance Lr from the first target inter-vehicle distance Lr1 to the second target inter-vehicle distance Lr2.
[0059]
[Expression 10]
Lr2 = Lmn + Lrc (12)
Here, Lrc is set as follows, for example. First, a method of setting Lrc so that the own vehicle is not located in the blind spot of the left and right adjacent vehicles will be described with reference to FIG. As shown in the figure, if the angle at which the back of the adjacent vehicle on the right side of the own lane becomes invisible is θd and the road width is Wroad, the vehicle is
## EQU11 ##
Wroad / tanθd (13)
If it is located after the above, the vehicle does not enter the blind spot of the adjacent vehicle. Let Lrc2 be the length from the rearview mirror to the rear of the vehicle.
[Expression 12]
Lrc ≧ (Wroad / tan θd) −Lrc2 (14)
Is set, the second target inter-vehicle distance is calculated so that the own vehicle does not enter the blind spot of the adjacent vehicle.
[0060]
Next, a method of setting Lrc so that the left and right adjacent vehicles do not deviate from the detection range of the inter-vehicle distance sensor will be described based on FIG. 9. When the detection angle of the inter-vehicle distance sensor is ± θm and the road width is Wroad, Your car from the neighboring car closer to your car,
[Formula 13]
Wroad / tanθm (15)
If the vehicle is positioned after the above, the adjacent vehicle will not be removed from the detection range of the inter-vehicle distance sensor. Therefore, Lrc
[Expression 14]
Lrc ≧ (Wroad / tan θm) (16)
Is set, the second target inter-vehicle distance is calculated so that the adjacent vehicle does not deviate from the detection range of the inter-vehicle distance sensor.
[0061]
The inter-vehicle distance control unit 9 is configured by a microcomputer or the like, and as shown in FIG. 13, the inter-vehicle distance L from the inter-vehicle distance detection unit 1, the relative speed L ′ (= dL / dt) from the relative speed calculation unit 3, Based on the vehicle speed V from the vehicle speed detection unit 2 and the target inter-vehicle distance Lr from the target inter-vehicle distance changing unit 8, the target vehicle speed Vr for controlling the inter-vehicle distance between the host vehicle and the vehicle in front of the host vehicle to the target inter-vehicle distance. Is calculated.
[0062]
The arithmetic expression in this example is
[Expression 15]
Vr = -KL (Lr-L) -KV.L '+ Vf (17)
And In equation (17), KL and KV represent control gains, and Vf = V + L ′ represents the vehicle speed of the preceding vehicle.
[0063]
The vehicle speed control unit 10 is constituted by a microcomputer or the like, and as shown in FIG. 14, the vehicle speed is set to the target vehicle speed based on the target vehicle speed Vr from the inter-vehicle distance control unit 9 and the vehicle speed V from the vehicle speed detection unit 2. A target driving force Fr for control is calculated.
[0064]
The arithmetic expression in this example is
[Expression 16]
Fr = Ksp (Vr-V) -DE (18)
And Here, Ksp is a control gain, and DE is a running resistance estimation value such as road gradient and air resistance. Thus, by calculating the target driving force in consideration of the running resistance, it is possible to suppress the deterioration of the vehicle speed control performance due to the influence of the road gradient and the air resistance. In addition, the running resistance estimation part of FIG. 14 calculates running resistance estimated value DE based on the following (19) Formula.
[0065]
[Expression 17]
DE = H (s) · Mv · s · V−H (s) · Fr (19)
In the equation (19), Mv is a vehicle weight, and H (s) is a low-pass filter with a gain of 1.
[0066]
The driving force control unit 11 is constituted by a microcomputer or the like, and calculates a throttle opening and a brake hydraulic pressure for controlling the driving force of the vehicle to a target driving force as shown in FIG. That is, the throttle opening command value Thr and the brake fluid pressure command value Pbr are calculated according to the target driving force Fr from the vehicle speed control unit 10. In this example, if the torque amplification factor of the torque converter is ignored to simplify the control device, the target engine torque Teng with respect to the target driving force Fr is expressed by the following equation (20).
[0067]
[Expression 18]
Teng = Fr / (Kdef · Kat) (20)
In the equation (20), Kdef is a differential gear ratio, and Kat is a transmission gear ratio.
[0068]
Next, the throttle opening command value Thr is obtained from the target engine torque and the engine speed obtained by the equation (20) using the engine map shown in FIG.
[0069]
The brake is operated when the throttle opening is zero, but the driving force Frb generated by applying the brake needs to subtract the driving force Feb by the engine brake from the target driving force Fr. Therefore, the driving force Frb generated by applying the brake is expressed by the following equation (21).
[0070]
[Equation 19]
Frb = Fr−Feb (21)
However, the driving force Feb by the engine brake is obtained by the following equation (22). In the equation, Teng0 is the engine torque when the throttle opening is zero.
[0071]
[Expression 20]
Feb = Kdef / Kat / Teng0 (22)
Here, assuming that the brake cylinder area is Sb, the brake rotor radius is Rb, the friction coefficient of the brake pad is μb, and the master cylinder hydraulic pressure is equally divided among the four wheels, the brake hydraulic pressure command value for the brake force Frb is assumed. Pbr is calculated by the following equation (23).
[0072]
[Expression 21]
Pbr = −Frb / (4 × 2Sb · Rb · μb) (23)
As the throttle actuator 12, a type in which a wire is pulled by a motor, an electronic throttle in which a throttle and a motor are integrated, or the like is used, and the throttle opening is controlled to a command value. The brake actuator 13 is one that increases or decreases the brake fluid pressure using the negative pressure of the engine, and controls the brake fluid pressure to a command value.
[0073]
Next, the operation will be described.
[0074]
FIG. 2 shows the overall operation flow of the first embodiment. The routine represented by this flowchart is executed every control cycle.
[0075]
First, the distance between the vehicle and the preceding vehicle is detected (step S10), and the relative speed is calculated from the change in the distance between the vehicles (step S20). Further, the host vehicle speed is detected (step S30), and the first target inter-vehicle distance is calculated according to the host vehicle speed (step S40).
[0076]
Next, it is confirmed whether there is an adjacent vehicle in the left and right lanes of the own lane (step S50). If there is an adjacent vehicle, an inter-vehicle distance from the adjacent vehicle to the own vehicle is detected (step S70).
[0077]
Next, it is determined from the inter-vehicle distance from the adjacent vehicle to the own vehicle whether the adjacent vehicle in the left lane and the adjacent vehicle in the right lane are running side by side (step S80). When the adjacent vehicle is running in parallel, it is determined whether there is a situation in which the host vehicle passes through the adjacent vehicle from the inter-vehicle distance from the adjacent vehicle to the preceding vehicle and the first target inter-vehicle distance (step S90). . If it is determined that there is a situation in which the host vehicle passes through the adjacent vehicle, the second target inter-vehicle distance for preventing slip-through is calculated (step S100), and the target inter-vehicle distance is calculated from the first target inter-vehicle distance. 2 to the target inter-vehicle distance (step S110).
[0078]
Next, the target vehicle speed for controlling the inter-vehicle distance between the preceding vehicle and the host vehicle to the target inter-vehicle distance is calculated (step S120), and the target driving force for controlling the vehicle speed to the target vehicle speed is calculated (step S130). Then, the throttle opening and the brake fluid pressure for controlling the driving force to the target driving force are calculated (step S140), and the throttle actuator and the brake actuator are driven (step S150).
[0079]
Thus, according to the inter-vehicle distance control device of this example, it is possible to prevent the own vehicle from passing between adjacent vehicles, and as a result, it is possible to prevent the passenger from feeling uncomfortable. In addition, the passing-through situation can be determined by a simple method.
[0080]
Second Embodiment (Claim 3)
FIG. 17 is a block diagram showing a second embodiment of the present invention. In this example, an adjacent vehicle relative speed calculation unit 14 is added to the above-described first embodiment, and the pass-through determination unit 7 further includes an adjacent vehicle relative speed and an relative speed calculation from the adjacent vehicle relative speed calculation unit 14. The difference is that the relative speed from the preceding vehicle from section 3 is input.
[0081]
The adjacent vehicle relative speed calculation unit 14 is configured by a microcomputer or the like, and differentiates or subtracts the inter-vehicle distance between the adjacent vehicle and the own vehicle detected by the adjacent vehicle inter-vehicle distance detection unit 6 to differentiate between the adjacent vehicle and the own vehicle. The relative speed is calculated and sent to the pass-through determination unit 7.
[0082]
On the other hand, the pass-through determination unit 7 determines that the vehicle is running side by side from the adjacent vehicle to the host vehicle based on the distance and relative speed between the adjacent vehicle, the vehicle distance and relative speed from the preceding vehicle to the host vehicle, and the first target vehicle distance. Predict whether or not to pass through the adjacent car.
[0083]
This will be described with reference to FIG. 19. The deceleration αr generated by the host vehicle until the inter-vehicle distance L between the host vehicle and the preceding vehicle is set to the first target inter-vehicle distance Lr1 is expressed as L− If it is considered that the host vehicle decelerates so that the relative speed L ′ (= dL / dt) becomes zero while the Lr1 is pinched, it can be roughly expressed by the following equation (24).
[0084]
[Expression 22]
αr = −L ′²/ 2 (L-Lr1) (24)
The time tle when the own vehicle passes the adjacent vehicle on the left is obtained. Here, the deceleration αr of the own vehicle, the inter-vehicle distance Lle between the left adjacent vehicle and the own vehicle, the relative speed L′ le, and the time tle when the own vehicle passes the left adjacent vehicle are as shown in FIG. There is a relationship. From the figure, if the speed of the left adjacent vehicle is Vle and the own vehicle speed is Vx when the own vehicle passes the left adjacent vehicle, the relationship of the following equations (25) and (26) holds.
[0085]
[Expression 23]
Lle = (Vle−Vx) / 2tle + (Vx−V) tle (25)
Vx = V + αr · tle (26)
Here, when the equation (26) is substituted into the equation (25) and Vx is deleted, the time tle when the own vehicle passes the adjacent vehicle on the left is
[Expression 23]
tle = {(Vle-V) + ((Vle-V)²+ 2αrLle)^1/2} / Αr
= {L'le + (L'le²+ 2αrLle)^1/2} / Αr (27)
It becomes. Similarly, the time tri when the vehicle passes the adjacent vehicle on the right is
[Expression 24]
tri = {L’ ri + (L’ ri²+ 2αrLri)^1/2} / Αr (28)
It becomes. Here, Lri and L'ri are the inter-vehicle distance and relative speed from the adjacent vehicle on the right to the host vehicle.
[0086]
If these times tle and tri are approximately the same, when the vehicle passes by the left adjacent vehicle, the vehicle passes by the right adjacent vehicle. That is, as shown in the following equation (29), if the difference between tle and tri is within a predetermined time tc, it can be determined that when the vehicle passes by the left adjacent vehicle, it also passes by the right adjacent vehicle.
[0087]
[Expression 25]
| Tle-tri | ≦ tc (29)
Here, if tc is the time required for the left and right adjacent cars to pass each other, tc is calculated from the relative speed L'le-L'ri of the left and right adjacent cars and the total length Lw of one vehicle.
[Equation 26]
tc = 2Lw / | L'le-L'ri | (30)
Next, in order to determine whether the vehicle passes through the left and right adjacent vehicles before the distance between the vehicle and the preceding vehicle is set to the first target vehicle distance, the vehicle passes the left and right adjacent vehicles. The time is compared with the time required for the inter-vehicle distance between the host vehicle and the preceding vehicle to settle to the first target inter-vehicle distance. Here, the time tr during which the inter-vehicle distance between the own vehicle and the preceding vehicle is set to the first target inter-vehicle distance is a time during which the own vehicle decelerates at the deceleration αr and the relative speed L ′ becomes zero.
[Expression 27]
tr = L ′ / αr (31)
It becomes. If tr and tle are compared and if tle <tc, it is determined that the host vehicle passes through the left and right adjacent vehicles before the inter-vehicle distance between the host vehicle and the preceding vehicle is set to the first target inter-vehicle distance.
[0088]
Next, the operation will be described.
[0089]
FIG. 18 shows the overall operation flow of the second embodiment. The routine represented by this flowchart is executed at each control cycle. The first embodiment described above will be described mainly with reference to a passing determination routine (steps 70 to 76) for different adjacent vehicles.
[0090]
First, the distance between the vehicle and the preceding vehicle is detected (step S10), and the relative speed is calculated from the change in the distance between the vehicles (step S20). Further, the host vehicle speed is detected (step S30), and the first target inter-vehicle distance is calculated according to the host vehicle speed (step S40).
[0091]
Next, it is recognized whether there is an adjacent vehicle in the left and right lanes of the own lane (step 50). If there is an adjacent vehicle (step 60), the inter-vehicle distance from the adjacent vehicle to the own vehicle is detected (step 70). The relative speed is calculated from the inter-vehicle distance from the adjacent vehicle to the own vehicle (step 75).
[0092]
Next, whether the vehicle passes through the left and right adjacent vehicles from the left and right adjacent vehicles and the relative speed, the inter-vehicle distance and relative speed from the preceding vehicle to the own vehicle, and the first target inter-vehicle distance. Whether or not is predicted (step 76). This prediction is executed according to the process of the slip-through determination unit 7 described above.
[0093]
When it is predicted that there is a situation in which the host vehicle passes between the left and right adjacent vehicles, a second target inter-vehicle distance for preventing slip-through is calculated (step 100), and the target inter-vehicle distance is calculated from the first target inter-vehicle distance. The distance is changed to the second target inter-vehicle distance (step 110).
[0094]
Finally, a target vehicle speed for controlling the inter-vehicle distance between the preceding vehicle and the host vehicle to the target inter-vehicle distance is calculated (step S120), and a target driving force for controlling the vehicle speed to the target vehicle speed is calculated (step S130). Then, the throttle opening and the brake fluid pressure for controlling the driving force to the target driving force are calculated (step S140), and the throttle actuator and the brake actuator are driven (step S150).
[0095]
Thus, according to the inter-vehicle distance control device of the present example, it is possible to prevent the own vehicle from slipping through between adjacent vehicles, and as a result, it is possible to prevent the passenger from feeling uncomfortable, Judgment accuracy increases.
[0096]
Third Embodiment (Claim 4)
FIG. 21 is a block diagram showing a third embodiment of the present invention. In this example, the adjacent vehicle interval detection unit 15 is added to the first embodiment described above, and the adjacent vehicle interval information detected by the adjacent vehicle interval detection unit 15 is input to the pass-through determination unit 7. Is different.
[0097]
The adjacent vehicle interval detection unit 15 is also used as the multi-beam type or scanning type laser radar used in the inter-vehicle distance detection unit 1, and detects the interval between the adjacent vehicle in the left lane and the adjacent vehicle in the right lane, This is sent to the slip-through determination unit 7. A microcomputer or the like is used for the interval detection process.
[0098]
The adjacent vehicle interval detection unit 15 detects the interval between the left and right adjacent vehicles recognized by the adjacent vehicle recognition unit 5, but as shown in FIG. 23, the measurement distance of the adjacent vehicle in the right lane by the inter-vehicle distance sensor is Lmri, If the measurement distance of the adjacent vehicle on the left lane is Lmle, the interval Wlr between the right adjacent vehicle and the left adjacent vehicle is
[Expression 28]
Wlr = Lmlr · sinθle + Lmri · sinθri (32)
It becomes. Here, θri represents the angle from the leftmost beam of the measurement beam of the right adjacent vehicle to the traveling direction of the vehicle, and θle is the progression of the vehicle from the rightmost beam of the measurement beam of the left adjacent vehicle. Represents the angle to the direction. As described above, the interval between the left and right adjacent vehicles can be detected.
[0099]
Next, the operation will be described.
[0100]
FIG. 22 shows the overall operation flow of the third embodiment. The routine shown in this flowchart is executed at each control cycle. The first embodiment described above will be described mainly with reference to a pass-by determination routine (steps 70 to 86) for different adjacent vehicles.
[0101]
First, the distance between the vehicle and the preceding vehicle is detected (step S10), and the relative speed is calculated from the change in the distance between the vehicles (step S20). Further, the host vehicle speed is detected (step S30), and the first target inter-vehicle distance is calculated according to the host vehicle speed (step S40).
[0102]
Next, it is recognized whether there is an adjacent vehicle in the left and right lanes of the own lane (step 50). If there is an adjacent vehicle (step 60), the distance between the adjacent vehicle and the own vehicle is detected (step 70). ).
[0103]
Next, it is determined from the inter-vehicle distance from the adjacent vehicle to the own vehicle whether or not the adjacent vehicle in the left lane and the adjacent vehicle in the right lane are running side by side (step S80). When adjacent vehicles are running in parallel, the interval between adjacent vehicles is detected (step 85), and it is determined whether the interval between adjacent vehicles is equal to or smaller than a predetermined value (step 86). The interval between adjacent vehicles is executed according to the processing procedure of the adjacent vehicle interval detection unit 15 described above. Here, when the distance between adjacent vehicles is equal to or less than a predetermined value, it is predicted whether or not the host vehicle passes through the left and right adjacent vehicles from the inter-vehicle distance from the adjacent vehicle to the preceding vehicle and the first target inter-vehicle distance ( Step 90).
[0104]
When it is predicted that there is a situation in which the host vehicle passes between the left and right adjacent vehicles, a second target inter-vehicle distance for preventing slip-through is calculated (step 100), and the target inter-vehicle distance is calculated from the first target inter-vehicle distance. The distance is changed to the second target inter-vehicle distance (step 110).
[0105]
Finally, a target vehicle speed for controlling the inter-vehicle distance between the preceding vehicle and the host vehicle to the target inter-vehicle distance is calculated (step S120), and a target driving force for controlling the vehicle speed to the target vehicle speed is calculated (step S130). Then, the throttle opening and the brake fluid pressure for controlling the driving force to the target driving force are calculated (step S140), and the throttle actuator and the brake actuator are driven (step S150).
[0106]
Thus, according to the inter-vehicle distance control device of the present example, the own vehicle is avoided from passing between adjacent vehicles, and as a result, it is possible to prevent the passenger from feeling uncomfortable, Depending on the distance between the cars, the slip-through situation is avoided or permitted, so that only a slip-through that makes the passenger feel uncomfortable can be avoided.
[0107]
Fourth Embodiment (Claim 7)
In the inter-vehicle distance control device having the configuration shown in FIG. 1, the processing of the target inter-vehicle distance changing unit 8 can be configured as follows.
[0108]
That is, the target inter-vehicle distance changing unit 8 of the present example sets the target inter-vehicle distance as the first inter-vehicle distance when the distance from the front position where the host vehicle passes between the left and right adjacent vehicles to the preceding vehicle position is longer than a predetermined value. The target inter-vehicle distance is not changed to the second target inter-vehicle distance. That is, as shown in the following equation (33), it is determined whether or not Lmn in FIG. 7 is equal to or greater than a predetermined value Lc. When Lmn is equal to or greater than the predetermined value Lc, the target inter-vehicle distance Lr is determined from the first target inter-vehicle distance Lr1. The second target inter-vehicle distance Lr2 is not changed.
[0109]
[Expression 29]
Lmn ≧ Lc (33)
Here, for example, Lc is set to be twice the first target inter-vehicle distance Lr1 so as not to leave a space for another vehicle to travel between the preceding vehicle and the host vehicle.
[0110]
As described above, according to the inter-vehicle distance control device of this example, it is possible to prevent annoyance to the following vehicle by allowing the slip-through.
[0111]
Fifth embodiment (Claim 8)
Further, in the inter-vehicle distance control device having the configuration shown in FIG. 1, the processing of the target inter-vehicle distance changing unit 8 can be configured as follows.
[0112]
That is, the target inter-vehicle distance changing unit 8 of the present example is such that the second target inter-vehicle distance is longer than a predetermined value and the target inter-vehicle distance is changed from the first target inter-vehicle distance to the second target inter-vehicle distance as shown in the following equation (34). If the situation where the host vehicle passes through between the left and right adjacent vehicles does not disappear even after a predetermined time has elapsed since the distance was changed, the target inter-vehicle distance is changed from the second target inter-vehicle distance Lr2 to the first target inter-vehicle distance. Return to the distance Lr1.
[0113]
[30]
Lr2 ≧ Lc (34)
As described above, according to the inter-vehicle distance control device of this example, by allowing the slip-through, it is possible to suppress the state in which the inter-vehicle distance is too wide from being continued for a long time, and it is possible to prevent inconvenience to the following vehicle. .
[0114]
Sixth Embodiment (Claim 9)
FIG. 24 is a block diagram showing a sixth embodiment of the present invention. This example is different from the above-described first embodiment in that the relative speed obtained by the relative speed calculation unit 3 is also input to the target inter-vehicle distance changing unit 8.
[0115]
The target inter-vehicle distance changing unit 8 in this example sets the target inter-vehicle distance according to the deceleration that the host vehicle must generate before the inter-vehicle distance from the preceding vehicle to the own vehicle matches the second target inter-vehicle distance. The first target inter-vehicle distance is not changed to the second target inter-vehicle distance.
[0116]
That is, the deceleration αr2 generated by the host vehicle before the inter-vehicle distance L between the host vehicle and the preceding vehicle is set to the second target inter-vehicle distance Lr2 is zero relative to the inter-vehicle distance L−Lr2. When it is considered that the host vehicle decelerates, the following equation (35) is obtained.
[0117]
[31]
αr2 = −L ′ / 2 (L−Lr2) (35)
When the deceleration αr2 generated by the host vehicle exceeds a predetermined value, the target inter-vehicle distance changing unit 8 stops changing the target inter-vehicle distance Lr from the first target inter-vehicle distance Lr1 to the second target inter-vehicle distance Lr2.
[0118]
As described above, according to the inter-vehicle distance control device of this example, by allowing the vehicle to pass through, it is possible to prevent the vehicle from suddenly decelerating and to avoid the occurrence of an uncomfortable feeling of the passenger due to the sudden deceleration.
[0119]
Seventh Embodiment (Claim 10)
In the inter-vehicle distance control device shown in FIG. 24, the processing of the target inter-vehicle distance changing unit 8 can be configured as follows.
[0120]
That is, the inter-vehicle distance changing unit 8 of this example has a case where the relative speed between the own vehicle and the preceding vehicle is approximately zero, and the inter-vehicle distance between the own vehicle and the preceding vehicle is approximately equal to the first target inter-vehicle distance. Does not change the target inter-vehicle distance from the first target inter-vehicle distance to the second target inter-vehicle distance.
[0121]
In this case, first, as shown in the following equation (36), it is determined whether or not the relative speed L ′ is equal to or less than a predetermined value Vc. Further, as shown in the equation (37), the inter-vehicle distance between the host vehicle and the preceding vehicle. This is executed by determining whether or not the difference between L and the first target inter-vehicle distance Lr1 is equal to or less than a predetermined value Lc1.
[0122]
[Expression 32]
L ′ ≦ Vc (36)
| L−Lr1 | ≦ Lc1 (37)
Here, Vc and Lc1 are sufficiently small values.
[0123]
As a result, when the host vehicle is traveling with the preceding target vehicle maintaining the first target inter-vehicle distance Lr1, the inter-vehicle distance from the preceding vehicle is increased by allowing the passenger to pass through rather than feeling uncomfortable when the passenger passes. And the uncomfortable feeling caused by acceleration / deceleration can be suppressed.
[0124]
The embodiment described above is described for facilitating the understanding of the present invention, and is not described for limiting the present invention. Therefore, each element disclosed in the above embodiment is intended to include all design changes and equivalents belonging to the technical scope of the present invention.
[Brief description of the drawings]
FIG. 1 is a block diagram showing a first embodiment of the present invention.
FIG. 2 is a flowchart showing a control procedure according to the first embodiment of the present invention.
FIG. 3 is a diagram for explaining an inter-vehicle distance detection means according to the present invention.
FIG. 4 is a graph for explaining an inter-vehicle distance detecting means according to the present invention.
FIG. 5 is a diagram for explaining a specific method for obtaining a measurement range of an adjacent vehicle in an inter-vehicle distance detection unit according to the present invention.
FIG. 6 is a diagram for explaining a detection method in the inter-vehicle distance detection unit according to the present invention.
FIG. 7 is a diagram for explaining an example of a determination method of a slip-through determination unit according to the present invention.
FIG. 8 is a diagram for explaining a changing method in the target inter-vehicle distance changing means according to the present invention.
FIG. 9 is a diagram for explaining a changing method in the target inter-vehicle distance changing means according to the present invention.
FIG. 10 is a control block diagram showing target inter-vehicle distance calculation means according to the present invention.
FIG. 11 is a control block diagram showing a slip-through determination unit according to the present invention.
FIG. 12 is a control block diagram showing target inter-vehicle distance changing means according to the present invention.
FIG. 13 is a control block diagram showing inter-vehicle distance control means according to the present invention.
FIG. 14 is a control block diagram showing vehicle speed control means according to the present invention.
FIG. 15 is a control block diagram showing driving force control means according to the present invention.
FIG. 16 is a control map used in the driving force control means according to the present invention.
FIG. 17 is a block diagram showing a second embodiment of the present invention.
FIG. 18 is a flowchart showing a control procedure according to the second embodiment of the present invention.
FIG. 19 is a diagram for explaining a determination method in a slip-through determination unit according to the second embodiment of the present invention.
FIG. 20 is a diagram for explaining a determination method in a slip-through determination unit according to the second embodiment of the present invention.
FIG. 21 is a block diagram showing a third embodiment of the present invention.
FIG. 22 is a flowchart showing a control procedure according to the third embodiment of the present invention.
FIG. 23 is a diagram for explaining a detection method in an adjacent vehicle interval detection unit according to the third embodiment of the present invention.
FIG. 24 is a block diagram showing a sixth embodiment of the present invention.
FIG. 25 is a diagram for explaining problems of a conventional inter-vehicle distance control device.
FIG. 26 is a diagram for explaining a control method by the inter-vehicle distance control device of the present invention.
[Explanation of symbols]
1 ... Inter-vehicle distance detector
2 ... Vehicle speed detector
3 ... Relative speed calculator
4 ... Target inter-vehicle distance calculation section
5 ... Adjacent vehicle recognition unit
6 ... Adjacent vehicle distance detector
7 ... slip-through determination section
8 ... Target inter-vehicle distance changing section
9 ... Inter-vehicle distance controller
10 ... Vehicle speed controller
14: Adjacent vehicle relative speed calculation means
15: Adjacent vehicle interval detection means

Claims (10)

Inter-vehicle distance detection means for detecting the inter-vehicle distance between the host vehicle and the preceding vehicle;
An inter-vehicle distance control means for controlling the driving force of the host vehicle to control the inter-vehicle distance detected by the inter-vehicle distance detection means to a first target inter-vehicle distance;
An adjacent vehicle recognition means for recognizing adjacent vehicles traveling in the left and right lanes of the own lane;
Slip-through determination means for determining whether or not there is a situation in which the host vehicle passes between adjacent vehicles recognized by the adjacent vehicle recognition means;
When it is determined that there is a situation in which the host vehicle passes between adjacent vehicles, the second target inter-vehicle distance is set to be equal to or greater than the distance from the position just before the host vehicle passes through the adjacent vehicle to the preceding vehicle position. And a target inter-vehicle distance changing means for changing the target inter-vehicle distance from the first target inter-vehicle distance to the second target inter-vehicle distance. The vehicle further comprises an adjacent vehicle inter-vehicle distance detection means for detecting an inter-vehicle distance between the own vehicle and the adjacent vehicle recognized by the adjacent vehicle recognition means,
The slip-through determination means recognizes whether or not the adjacent vehicle is running roughly in parallel based on the inter-vehicle distance from the adjacent vehicle to the host vehicle detected by the adjacent vehicle inter-vehicle distance detection means. The inter-vehicle distance control device according to claim 1, wherein when the inter-vehicle distance is smaller than the inter-vehicle distance from the adjacent vehicle to the preceding vehicle, it is determined that there is a situation in which the own vehicle passes between the adjacent vehicles. An adjacent vehicle inter-vehicle distance detecting means for detecting an inter-vehicle distance between the own vehicle and the adjacent vehicle recognized by the adjacent vehicle recognizing means;
An adjacent vehicle relative speed detecting means for detecting a relative speed between the own vehicle and the adjacent vehicle;
A preceding vehicle relative speed detecting means for detecting a relative speed between the own vehicle and the traveling vehicle,
The slip-through determination means includes a distance between the own vehicle and the adjacent vehicle detected by the adjacent vehicle distance detection means, a relative speed between the own vehicle and the adjacent vehicle detected by the adjacent vehicle relative speed detection means, and the distance between the vehicles. Based on the distance between the preceding vehicle detected by the distance detecting means, the relative speed between the own vehicle and the preceding vehicle detected by the preceding vehicle relative speed detecting means, and the first target inter-vehicle distance, When lining up next to one of the adjacent vehicles, it is predicted whether the vehicle is running in parallel with the other adjacent vehicle, and it is determined whether a situation occurs in which the vehicle slips between the adjacent vehicles. The inter-vehicle distance control device according to claim 1. Further comprising an adjacent vehicle interval detection means for detecting an interval between adjacent vehicles recognized by the adjacent vehicle recognition means,
The slip-through determination means determines that there is a situation in which the host vehicle passes through between adjacent cars when the distance between the adjacent cars detected by the adjacent car interval detection means is smaller than a predetermined distance. The inter-vehicle distance control device according to claim 1. The target inter-vehicle distance changing means adds a predetermined distance to a distance from a position before the own vehicle passes through between the adjacent vehicles to a preceding vehicle position so that the own vehicle is not located in the blind spot on the rear side of the adjacent vehicle. 5. The inter-vehicle distance control device according to claim 1, wherein the distance is set as a second target inter-vehicle distance, and the target inter-vehicle distance is changed from the first target inter-vehicle distance to the second target inter-vehicle distance. The target inter-vehicle distance changing means calculates a second target inter-vehicle distance according to a detection range of the adjacent vehicle inter-vehicle distance detection means so that an adjacent vehicle does not deviate from a detection range of the adjacent vehicle inter-vehicle distance detection means; The inter-vehicle distance control device according to any one of claims 2 to 4, wherein the target inter-vehicle distance is changed from the first target inter-vehicle distance to the second target inter-vehicle distance. The target inter-vehicle distance changing means is configured to change the target inter-vehicle distance from the first target inter-vehicle distance to the second target inter-vehicle distance when the distance from the front position where the host vehicle passes between adjacent vehicles to the preceding vehicle position is larger than a predetermined value. The inter-vehicle distance control device according to any one of claims 1 to 6, wherein the distance is not changed to a distance. The target inter-vehicle distance changing means is configured to automatically detect the second target inter-vehicle distance even if a predetermined time elapses after the target inter-vehicle distance is changed from the first target inter-vehicle distance to the second target inter-vehicle distance. The inter-vehicle distance control device according to any one of claims 1 to 7, wherein when a situation in which the vehicle passes through between adjacent vehicles is not lost, the target inter-vehicle distance is returned to the first target inter-vehicle distance. The target inter-vehicle distance changing means sets the target inter-vehicle distance to the first inter-vehicle distance according to the deceleration that the own vehicle must generate before the inter-vehicle distance from the preceding vehicle to the own vehicle coincides with the second target inter-vehicle distance. The inter-vehicle distance control device according to any one of claims 1 to 6, wherein the target inter-vehicle distance is not changed to a second target inter-vehicle distance. The target inter-vehicle distance changing means is configured such that when the relative speed between the own vehicle and the preceding vehicle is substantially zero and the inter-vehicle distance between the own vehicle and the preceding vehicle is substantially equal to the first target inter-vehicle distance, The inter-vehicle distance control device according to any one of claims 1 to 6, wherein the distance is not changed from the first target inter-vehicle distance to the second target inter-vehicle distance.

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