JP4453665B2 - Vehicle distance control device - Google Patents

Description

  The present invention relates to an inter-vehicle distance control device, and more particularly, to an inter-vehicle distance control device that executes follow-up control for causing a host vehicle to follow a target vehicle at a target inter-vehicle distance or target inter-vehicle time.

2. Description of the Related Art Conventionally, an apparatus that performs follow-up control for causing a host vehicle to follow a preceding vehicle is known (see, for example, Patent Document 1). In this device, it is determined whether or not the vehicle driver is looking aside without directing his / her line of sight toward the front of the vehicle. When the vehicle driver performs a side-view driving during the execution of the follow-up control, an alarm is issued and the follow-up control for causing the host vehicle to follow the preceding vehicle is interrupted. For this reason, according to such a conventional apparatus, it is possible to suppress the driver's side-by-side driving while the vehicle is running, including the execution of the follow-up control.
Japanese Patent Laid-Open No. 10-166895

  By the way, the vehicle driver may be in a side-by-side state for the safety confirmation of the vehicle while traveling. However, in the apparatus described in Patent Document 1, if it is determined that the vehicle driver is in the side-by-side state, follow-up control is performed. Therefore, there is a possibility that the follow-up control for causing the host vehicle to follow the preceding vehicle is not executed when the vehicle safety is confirmed.

  The present invention has been made in view of the above-described points, and provides an inter-vehicle distance control device capable of appropriately performing follow-up control for causing the host vehicle to follow the preceding vehicle even when the vehicle driver looks aside. Objective.

The above object is an inter-vehicle control device that performs follow-up control for causing the host vehicle to follow the preceding vehicle at the target inter-vehicle distance or the target inter-vehicle time, and is provided to detect the face direction angle or the line-of-sight direction of the vehicle driver. Based on an output signal from the sensor, whether the vehicle driver is in the side-by-side state or not, and a target inter-vehicle distance or target in the tracking control according to the determination result of the side-by-side state determination unit A target inter-vehicle parameter changing means for changing the inter-vehicle time, and the target inter-vehicle parameter changing means, when the vehicle driver shifts from a non-aside look state to a look aside state as a judgment result of the aside look state judgment means, a target inter-vehicle distance or target inter-vehicle time in tracking control is achieved by the vehicle control device you longer by the predetermined value per unit time as the inattentive state continues.

  In the invention of this aspect, the target inter-vehicle distance or the target inter-vehicle time in the follow-up control for causing the host vehicle to follow the preceding vehicle is changed according to whether or not the vehicle driver is in an aside state. When the host vehicle is traveling following the preceding vehicle by executing the tracking control and the vehicle driver is looking aside, in order to ensure safe driving of the vehicle, the target inter-vehicle distance or target of the tracking control It is appropriate to make the inter-vehicle time longer than when the vehicle driver is in a non-look-aside state. Therefore, according to the present invention, it is possible to appropriately perform the follow-up control in which the own vehicle follows the preceding vehicle while the driver is looking aside while ensuring the safe driving of the vehicle.

Incidentally, before Symbol target following parameter changing means, when the vehicle driver as a result of the determination inattentive state determination means has shifted from a non inattentive state to inattentive state, thereafter, the target inter-vehicle distance or target inter-vehicle time in the follow-up control, As long as the look-ahead state continues , if the target value is increased by a predetermined value per unit time, the target inter-vehicle distance or the target inter-vehicle time will not increase at a stretch in a short time. It is possible to reduce the uncomfortable feeling to the vehicle driver due to the change of the inter-vehicle distance or the target inter-vehicle time.

Further, in the above-described inter-vehicle distance control device, the target inter-vehicle parameter changing unit is configured so that the target inter-vehicle distance in the follow-up control is subsequently determined when the vehicle driver shifts from the side-by-side state to the non-side-out state as the determination result of the side-by-side state determination unit. Alternatively, if the target inter-vehicle time is shortened by a predetermined value per unit time as long as the non-look-ahead state continues with the initially set reference target inter-vehicle distance or reference target inter-vehicle time as a limit , the target inter-vehicle distance or the target inter-vehicle time Since it does not shorten at a stretch in a short time, it becomes possible to reduce the uncomfortable feeling to the vehicle driver due to the change of the target inter-vehicle distance or the target inter-vehicle time in executing the vehicle follow-up control. .

In this case, the inter-vehicle control device described above, the target inter-vehicle parameter changing means, when the vehicle driver as a result of the determination inattentive state determination means is in inattentive state, further, a large angle from the vehicle front direction viewed該脇The target inter-vehicle distance or the target inter-vehicle time in the follow-up control may be increased.
Further, in the above-mentioned inter-vehicle distance control device, when the following control is being executed, when the own vehicle suddenly approaches the preceding vehicle, a warning means for giving a warning to the vehicle driver and a determination result of the aside look determination means When the vehicle driver is in the side-by-side state, alarm timing changing means for advancing the timing at which the warning is started by the alarm means may be provided as compared with the case in which the vehicle driver is in the side-by-side state.

  In these inventions, the “target inter-vehicle distance” is a distance that should be provided between the host vehicle and the preceding vehicle in the follow-up control, and the “target inter-vehicle time” is the host vehicle in the follow-up control. Is the time required for the vehicle to reach the position of the preceding vehicle.

  According to the present invention, the follow-up control for causing the host vehicle to follow the preceding vehicle can be appropriately performed even when the vehicle driver looks aside.

  FIG. 1 is a system configuration diagram of an inter-vehicle control device 10 mounted on a vehicle according to an embodiment of the present invention. The inter-vehicle distance control device 10 according to the present embodiment executes a control (hereinafter referred to as a follow-up control) in which the host vehicle travels following a preceding vehicle that exists in front of the host vehicle and travels in the same direction as the host vehicle. It is. As shown in FIG. 1, the inter-vehicle distance control device 10 includes an electronic control unit (hereinafter referred to as an inter-vehicle distance control ECU) 12 that mainly controls a computer and controls the inter-vehicle distance between the host vehicle and the preceding vehicle.

  The inter-vehicle control ECU 12 is connected to a radar sensor 14 disposed on a bumper, a front grill or the like at the front end of the vehicle body. The radar sensor 14 includes, for example, a millimeter wave radar, a laser radar, a camera, and the like, and outputs a signal corresponding to an obstacle existing in front of the host vehicle to the inter-vehicle control ECU 12. Based on the output signal of the radar sensor 14, the inter-vehicle control ECU 12 detects the presence or absence of a front obstacle to be aware of when the host vehicle travels, and when such a front obstacle exists, the host vehicle and its front obstacle And the relative speed between the two is detected based on the detected distance and the vehicle speed detected using a vehicle speed sensor or the like. Also, the probability (own lane probability) that the front obstacle exists on the lane in which the host vehicle travels is calculated.

  A face orientation sensor 16 is also connected to the inter-vehicle control ECU 12. The face orientation sensor 16 includes a camera provided for photographing the face of the vehicle driver sitting on the vehicle seat, and a processing unit that processes a captured image of the camera. The camera is arranged, for example, on the upper surface of the steering column cover or in the combination meter, and through the opening that opens on the surface of the steering wheel for the driver to grasp the steering wheel and to view the combination meter, the vehicle traveling direction The direction of the vehicle driver and the direction in which the head of the vehicle driver is present are taken, and the face of the vehicle driver is photographed from substantially the front. For night photography, a lamp that projects infrared rays toward the face of the vehicle driver may be provided.

  In the face orientation sensor 16, the video signal of the camera is supplied to the processing unit. The processing unit extracts an image showing the driver's face by performing binarization processing and feature point extraction processing based on the video signal supplied from the camera, and the driver's face width and The center line of the face is detected, and the left / right distance ratio of the face shown in the image is calculated from the parameters, and the angle (face angle) θ that the driver's face is directed to the vehicle front direction is calculated from the left / right distance ratio. To detect. Information on the face angle θ of the vehicle driver detected by the processing unit (note that information on the face direction is included in the face angle information, the front direction of the vehicle is 0 °, and the left side and the right side are indicated by − and +. Is also supplied to the inter-vehicle distance control ECU 12 as an output of the face direction sensor 16. The inter-vehicle distance control ECU 12 detects the face orientation angle θ at which the vehicle driver turns his / her face based on the output information of the face orientation sensor 16.

  A mode switch 18 that can be operated by the vehicle driver is also connected to the inter-vehicle control ECU 12. The mode switch 18 is a switch for starting and ending the follow-up control and switching the target inter-vehicle time when the follow-up control is executed in multiple stages (for example, three stages of short mode, medium mode, and long mode). The inter-vehicle time is calculated based on the inter-vehicle distance between the host vehicle and the preceding vehicle and the vehicle speed of the host vehicle, and the time required for the host vehicle to reach the position of the preceding vehicle at the time of calculation (= the inter-vehicle distance). / Target vehicle speed), and the above target inter-vehicle time is the time required for the host vehicle to reach the position of the preceding vehicle. The inter-vehicle control ECU 12 determines whether or not the execution condition for the follow-up control is satisfied based on the state of the mode switch 18 and sets the target inter-vehicle time in the follow-up control according to the intention of the vehicle driver.

  Further, the inter-vehicle control ECU 12 includes an engine ECU 22 that controls the engine as vehicle power, a brake ECU 24 that performs wheel braking control, and a vehicle shift control that are configured mainly by a computer via the CAN communication line 20. And a body ECU 28 for controlling alarm display and alarm buzzer. The inter-vehicle control ECU 12, the engine ECU 22, the brake ECU 24, the shift ECU 26, and the body ECU 28 can exchange information with each other through the CAN communication line 20.

  The engine ECU 22 is connected to a throttle actuator 30 for opening the throttle valve and introducing intake air into the engine. The throttle actuator 30 opens a throttle valve in accordance with a drive command from the engine ECU 22, thereby introducing an appropriate amount of intake air to the engine and applying an appropriate driving force to the vehicle. The brake ECU 24 is connected to a brake actuator 32 for applying a braking force to the wheels. The brake actuator 32 applies an appropriate braking force to the wheels by driving according to a drive command from the brake ECU 24. The shift ECU 26 is connected to an automatic transmission 34 for switching the gear position of the vehicle. The automatic transmission 34 switches the gear position in accordance with a drive command from the shift ECU 26.

  Further, an alarm display display 36 and an alarm buzzer 38 are connected to the body ECU 28. The warning display 36 constitutes, for example, a meter unit provided on an instrument panel in the passenger compartment, and alerts the vehicle driver visually by displaying a warning in accordance with a drive command from the body ECU 28. The alarm buzzer 38 is a buzzer alarm provided in the passenger compartment, and alerts the vehicle driver through hearing by making a buzzer sounding according to a drive command from the body ECU 28.

  Next, the operation of the inter-vehicle distance control apparatus 10 according to this embodiment will be described. FIG. 2 shows a flowchart of an example of a control routine executed by the inter-vehicle control ECU 12 in the inter-vehicle control device 10 of the present embodiment. Further, FIG. 3 shows an addition time to be added to the vehicle driver's face angle θ and the reference target inter-vehicle time Td, which is used to set the target inter-vehicle time T in the follow-up control in the inter-vehicle control device 10 of the present embodiment. The map showing the relationship with ΔT is shown.

  In the present embodiment, the inter-vehicle control ECU 12 is in front of the host vehicle to which the host vehicle should be careful to travel based on the output from the radar sensor 14 every predetermined time after the execution condition of the follow-up control is satisfied. When the presence or absence of a forward obstacle is detected, and when the presence of such a forward obstacle is detected, the distance and relative speed with the forward obstacle and the forward obstacle are within the lane in which the host vehicle is traveling. The probability of existence (own lane probability) or the like is detected (step 100), and the presence or absence of a preceding vehicle traveling in the same direction as the own vehicle is determined on the lane on which the own vehicle is traveling as a front obstacle (step 102). ).

  As a result of the determination, if it is determined that there is no preceding vehicle on the own lane, a command is sent to the engine ECU 22 via the CAN communication line 20 so that the constant speed control for causing the own vehicle to travel at a constant vehicle speed is executed. Perform (step 104). When such a command is issued, the throttle actuator 30 appropriately opens the throttle valve in accordance with the drive command of the engine ECU 22, so that the host vehicle travels at a constant speed at a predetermined vehicle speed. On the other hand, when it is determined that there is a preceding vehicle on the own lane, follow-up control is performed to cause the own vehicle to follow the preceding vehicle while maintaining the target inter-vehicle time, as will be described in detail below.

  The inter-vehicle control ECU 12 also detects the driver's face angle θ based on the output from the face sensor 16 at predetermined intervals thereafter when the following control execution condition is satisfied (step 106). Then, by comparing the detected face orientation angle θ with a predetermined threshold value θ0, it is determined whether or not the driver's face is substantially in the front direction of the vehicle (step 108). The threshold value θ0 is a face orientation angle for determining whether or not the driver is looking aside without turning his / her face or line of sight toward the front of the vehicle, and is a value obtained experimentally in advance ( For example, ± 15 °), which is stored in the storage device in advance. In addition, the driver determines that the driver is looking aside when the face orientation angle θ is outside the range of the threshold value θ0 after the continuation time reaches a predetermined time (for example, 0.3 seconds). The duration of the state in which the orientation angle θ is within the threshold value θ0 may be until a predetermined time is reached.

  As a result, in a situation where the face angle θ is within the range of the threshold value θ0, it is determined that the driver's face and line of sight are substantially directed in the front direction of the vehicle. As usual, a process of setting T to the reference target inter-vehicle time Td selected by the operation of the mode switch 18 by the vehicle driver is executed (step 110). Then, to the engine ECU 22, the brake ECU 24, and the shift ECU 26 via the CAN communication line 20 so as to execute the follow-up control in which the host vehicle follows the preceding vehicle while keeping the set target inter-vehicle time T. A command is issued (step 114). When such a command is issued, the actuators 30 to 34 are appropriately driven by the drive commands of the ECUs 22 to 26, so that the host vehicle follows the preceding vehicle at the reference target inter-vehicle time Td set by the driver. It becomes.

  For example, when the host vehicle approaches the preceding vehicle and the inter-vehicle time becomes shorter than the target inter-vehicle time T, the throttle valve is closed so that the inter-vehicle time matches the target inter-vehicle time T, and the brake control is performed. When power is generated or downshifted, the host vehicle is decelerated, and when the host vehicle is separated from the preceding vehicle and the inter-vehicle time becomes longer than the target inter-vehicle time T, the inter-vehicle time is The host vehicle is accelerated by opening the throttle valve or shifting up so as to coincide with the target inter-vehicle time T.

  On the other hand, in the situation where the face angle θ is outside the range of the threshold value θ0, it is determined that the driver's face and line of sight are not facing the front direction of the vehicle. An addition time ΔT to be added to the reference target inter-vehicle time Td selected by the operation is determined, and the target inter-vehicle time T in the follow-up control is set to a value obtained by adding the addition time ΔT to the reference target inter-vehicle time Td (Td + ΔT). Processing is executed (step 112). The addition time ΔT to be added is changed according to the vehicle driver's face orientation angle θ as shown in FIG. 3, and the absolute value | θ | of the face orientation angle exceeds the threshold value | θ0 | The addition time ΔT (initial value) when the face angle θ is at the threshold value θ0 is a predetermined value ΔT0 exceeding zero. Note that the addition time ΔT is not limited to a linear change as shown in FIG. 3 according to the face orientation angle θ, and even if the addition time ΔT is changed to a downward or upward convex curve, it is changed to a step shape. It may be done.

  That is, in step 112, the inter-vehicle control ECU 12 determines an addition time ΔT corresponding to the detected face orientation angle θ by referring to the map shown in FIG. The time obtained by adding the addition time ΔT is set as the target inter-vehicle time T. Then, to the engine ECU 22, the brake ECU 24, and the shift ECU 26 via the CAN communication line 20 so as to execute the follow-up control in which the host vehicle follows the preceding vehicle while keeping the set target inter-vehicle time T. A command is issued (step 114). When such a command is issued, the actuators 30 to 34 are appropriately driven by the drive commands of the ECUs 22 to 26, so that the host vehicle is a target vehicle distance that is longer than the reference target vehicle time Td set by the driver in the preceding vehicle. The vehicle will follow in time T.

  As described above, in the inter-vehicle control apparatus 10 according to the present embodiment, the target inter-vehicle time T when the follow-up control of the host vehicle with respect to the preceding vehicle is performed, and the vehicle driver does not turn his face, that is, the line of sight in the vehicle front direction. It can be changed differently depending on whether the vehicle is in the state of being in the side of the vehicle or in the non-side-viewing state. Specifically, the target inter-vehicle time T is set to the reference target inter-vehicle time Td set by the driver in the non-side-viewing state, and in the non-side-viewing state, the target inter-vehicle time T is set to a predetermined target time Td in the non-side-viewing state. The time can be set longer by the addition time ΔT.

  The vehicle driver recognizes the situation ahead of the host vehicle (for example, sudden braking of the preceding vehicle) when the driver is in a side-by-side state where the face, that is, the line of sight is not directed toward the front of the vehicle, compared to when the vehicle driver is in a side-by-side state Takes time. In this regard, when the vehicle driver is in a state of looking aside when the host vehicle is following the preceding vehicle by executing the follow-up control, in order to ensure safe driving of the vehicle, It is appropriate to make the time longer than when the vehicle driver is not looking aside.

  Therefore, according to the inter-vehicle distance control device 10 of the present embodiment, as described above, when the vehicle driver is in the side-by-side state, the vehicle follows the preceding vehicle that can change the vehicle speed compared to when the vehicle driver is in the side-by-side state. By increasing the target inter-vehicle time T in the follow-up control to travel, the follow-up control can be performed by looking at the inner mirror, the outer mirror on the driver's seat or the passenger's seat, the display on the vehicle interior, or checking the safety of the left and right sides of the vehicle body. For this reason, it is possible to appropriately perform the vehicle while ensuring safe driving without being interrupted even when the driver is looking aside from the vehicle.

  In this regard, according to the present embodiment, when the vehicle driver is following the preceding vehicle by executing the follow-up control and the vehicle driver is in an aside state, the inter-vehicle time between the own vehicle and the preceding vehicle. Is longer than usual, for example, in recognition, judgment, and operation of the driver for the preceding vehicle to be braked suddenly, the vehicle and the preceding vehicle are compared with those when the driver is in a non-aid state. Since it is possible to eliminate the occurrence of a time delay with respect to the relative relationship, it is possible to improve safety when the host vehicle travels following the preceding vehicle.

  Further, in the inter-vehicle distance control device 10 of the present embodiment, as described above, the target inter-vehicle distance in the follow-up control for causing the host vehicle to follow the preceding vehicle when the vehicle driver is in the side-by-side state and when the vehicle driver is in the side-by-side state. Although the time T is changed, the target inter-vehicle time T may be changed according to the angle from the front direction of the vehicle, that is, the face orientation angle θ, when the vehicle driver is in a sideways state. it can. Specifically, the target inter-vehicle time T can be increased as the face angle θ exceeds the threshold value θ0.

  The greater the degree (angle) at which the vehicle driver's face, that is, the line of sight deviates from the vehicle front direction, the more time is required to return the face or line of sight to the vehicle front direction. In this regard, when the vehicle driver is in a side-by-side state when the host vehicle is following the preceding vehicle by executing the follow-up control, the target in the follow-up control is adjusted according to the degree of the side look from the front of the vehicle. Changing the inter-vehicle time is appropriate for ensuring safe driving of the vehicle.

  Therefore, according to the inter-vehicle distance control device 10 of the present embodiment, as described above, when the vehicle driver is in the side-by-side state, the preceding vehicle that can change the vehicle speed as the degree of the side-by-side, that is, the face orientation angle θ increases. By lengthening the target inter-vehicle time T in the follow-up control for causing the vehicle to follow the vehicle, the follow-up control can be finely performed step by step in accordance with the degree of the driver's side effect. It is possible to carry out appropriately while ensuring the safe driving of the vehicle in accordance with the driver's side look.

  By the way, in the present embodiment, the target inter-vehicle time T in the follow-up control is changed between when the vehicle driver is in a side-by-side state and when the vehicle driver is in a side-by-side state. As a result, the vehicle is suddenly braked or accelerated due to the change, which may cause the vehicle driver to feel uncomfortable. Therefore, in the inter-vehicle control apparatus 10 according to the present embodiment, as shown below, the uncomfortable feeling to the vehicle driver due to the change of the target inter-vehicle time T is reduced.

  4 and 5 are time charts for explaining a method of changing the target inter-vehicle time T in the follow-up control in the inter-vehicle control apparatus 10 of the present embodiment. In the inter-vehicle control apparatus 10 of the present embodiment, the inter-vehicle control ECU 12 determines that the target inter-vehicle time T in the follow-up control is a reference based on the driver's setting when the vehicle driver shifts from the non-aside look state to the aside look state (time t1). The target inter-vehicle time Td is increased by the addition time ΔT corresponding to the face angle θ, but the target inter-vehicle time T is not increased at a stretch as shown by a one-dot chain line in FIG. By increasing the value, the target inter-vehicle time T is increased by the addition time ΔT between (t2 and t1).

  Further, when the vehicle driver shifts from the looking-aside state to the non-awaiting state (time t3), the target inter-vehicle time T in the follow-up control is set in accordance with the face orientation angle θ more than the reference target inter-vehicle time Td set by the driver. Although it is shortened from the time longer by the addition time ΔT to the reference target inter-vehicle time Td, the target inter-vehicle time T is not shortened all at once as shown by a one-dot chain line in FIG. 4, but by a predetermined value per unit time as shown by a solid line. The target inter-vehicle time T is shortened by the addition time ΔT between (t4 and t3).

  Furthermore, after the vehicle driver shifts from the non-look-ahead state to the look-aside state (time t11), when the state shift from the look-ahead state to the non-aside-look state occurs in the process of changing the target inter-vehicle time T (time t12). The target inter-vehicle time T in the follow-up control is changed from the current time to the reference target inter-vehicle time Td as shown in FIG. 5 without reaching the initially planned target inter-vehicle time (Td + ΔT) as shown by a one-dot chain line in FIG. shorten. Also in this case, the target inter-vehicle time T is not shortened all at once, but is shortened by a predetermined value per unit time as shown by a solid line in FIG. Further, after the vehicle driver shifts from the side-by-side state to the non-side-by-side state, the same processing is executed even when the state transition from the non-side-by side state to the side-by-side state occurs in the process of changing the target inter-vehicle time T.

  The change of the target inter-vehicle time T by a predetermined value per unit time may be performed linearly as shown in FIGS. 4 and 5 as time elapses, but is performed stepwise. Also good.

  In this way, if the target inter-vehicle time T is changed by a predetermined value per unit time at the time of switching between the reference target inter-vehicle time Td according to the non-look-ahead state and the target inter-vehicle time (Td + ΔT) according to the look-aside state, the follow-up control is executed. Thus, the actual inter-vehicle time between the host vehicle and the preceding vehicle does not change at a stretch in a short time, and it is avoided that the host vehicle is suddenly braked or accelerated in accordance with the target inter-vehicle time T. Therefore, according to the inter-vehicle distance control device 10 of the present embodiment, it is possible to perform the follow-up traveling of the host vehicle to the preceding vehicle while appropriately and smoothly switching the distance between the preceding vehicle and the vehicle, so that the following control of the vehicle is executed. In addition, it is possible to reduce the vehicle driver's uncomfortable feeling due to the target inter-vehicle time T being changed between when looking aside and when looking aside.

  Further, in the inter-vehicle control apparatus 10 of the present embodiment, the inter-vehicle control ECU 12 causes the host vehicle to approach the preceding vehicle rapidly based on the output from the radar sensor 14 during execution of the follow-up control that causes the host vehicle to follow the preceding vehicle. Is determined, the body ECU 28 is instructed via the CAN communication line 20 so that the alarm is displayed by the alarm display 36 and the alarm buzzer 38. When such a command is received by the body ECU 28, a drive command is issued from the body ECU 28 to the alarm display 36 and the alarm buzzer 38 to notify the vehicle driver of the approach of the host vehicle and the preceding vehicle. An alarm is displayed on the display 36, and a buzzer is sounded by the alarm buzzer 38.

  For this reason, according to the inter-vehicle distance control device 10 of the present embodiment, the vehicle driver can be informed of the sudden approach between the host vehicle and the preceding vehicle due to the sudden braking of the preceding vehicle during the execution of the follow-up control by an approach warning. In this respect, it is possible to assist the vehicle driver's recognition, determination, and operation of the preceding vehicle that is the subject of the follow-up control, and thus it is possible to ensure safety during follow-up running.

  It should be noted that the start timing of the alarm by the alarm display display 36 and the alarm buzzer 38 to the vehicle driver due to the rapid approach between the host vehicle and the preceding vehicle during the execution of the follow-up control is shown. Differentiating between when you are looking aside not facing the front and when you are looking aside not facing the vehicle, specifically, when you are looking aside compared to when you are looking aside Good. According to such a configuration, during execution of the follow-up control, an appropriate approach warning that matches the vehicle driver's side-by-side state is performed, so that a delay in recognition, judgment, and operation with respect to the preceding vehicle due to the vehicle driver's side-by-side Since it can be prevented from occurring, it is possible to improve safety during follow-up traveling.

  In the above embodiment, the reference target inter-vehicle time Td set by the vehicle driver is set to the “first target inter-vehicle time” described in the claims, and the reference target inter-vehicle time Td set by the vehicle driver is set. The target inter-vehicle time T obtained by adding the addition time ΔT corresponding to the face orientation angle θ corresponds to the “second target inter-vehicle time” recited in the claims, and the inter-vehicle control ECU 12 is configured as shown in FIG. By executing the processing of step 108 in the routine shown in FIG. 5, the “side-ahead state determination means” described in the claims executes the processing of steps 110 and 112, and the “target inter-vehicle parameter” described in the claims is executed. "Change means" are realized respectively.

  By the way, in the above embodiment, the face angle θ of the vehicle driver facing the front direction of the vehicle is detected, and the face angle θ is compared with the threshold value θ0, so that The present invention is not limited to this. However, the present invention is not limited to this, and it is also possible to detect the presence of the looking-aside state by detecting the direction of the eyes of the vehicle driver, that is, the line of sight itself. Good.

  Further, in the above-described embodiment, the target inter-vehicle time T in the follow-up control is changed depending on whether the vehicle driver is in a side-by-side state or in a non-side-down state, and the vehicle driver is in a side-by-side state. In some cases, the larger the face orientation angle θ is, the longer the length is. However, the target inter-vehicle time T when the vehicle driver is looking aside is determined in advance regardless of the face orientation angle θ. It is good also as setting to the predetermined inter-vehicle time longer than the target inter-vehicle time T when it is in a side look state.

  For example, when the reference target inter-vehicle time Td selected by the operation of the mode switch 18 by the vehicle driver is the short mode of the three stages, the target inter-vehicle time T when the vehicle driver is in a look-ahead state is shortened. When the vehicle target is set to the middle mode longer than the mode and the reference target inter-vehicle time Td set by the vehicle driver is the medium mode, the target inter-vehicle time T when the vehicle driver is in the sideways state is set to be higher than that of the intermediate mode. It may be set to the long long mode. Further, the target inter-vehicle time T when the vehicle driver is in a side-by-side state may be obtained by adding a predetermined time (for example, 1 second) to the reference target inter-vehicle time Td set by the vehicle driver. Good.

  Further, in the above embodiment, the target inter-vehicle time T when the vehicle driver is in the looking-aside state is set to infinity by a predetermined value per unit time as long as the looking-aside state continues without setting an upper limit value. Also good.

  Further, in the above-described embodiment, in order to reduce the uncomfortable feeling to the vehicle driver due to the change of the target inter-vehicle time T in the follow-up control, the target inter-vehicle time T and the reference target inter-vehicle time Td corresponding to the non-look-ahead state and the side-view state The target inter-vehicle time T itself is changed by a predetermined value per unit time when switching between the target inter-vehicle time (Td + ΔT) corresponding to the target inter-vehicle time, but the target inter-vehicle time T itself is changed at a stretch within a short time. Alternatively, the actual inter-vehicle time between the host vehicle and the preceding vehicle may be changed by a predetermined value per unit time between the reference target inter-vehicle time Td corresponding to the non-look-ahead state and the target inter-vehicle time (Td + ΔT) corresponding to the look-ahead state. Good. In such a configuration, the actual inter-vehicle time between the host vehicle and the preceding vehicle is not increased or shortened in a short time in accordance with the target inter-vehicle time by executing the follow-up control. At the same time, sudden braking or rapid acceleration is avoided. Accordingly, even in the inter-vehicle distance control apparatus according to the modified example, it is possible to perform the follow-up traveling of the host vehicle to the preceding vehicle while appropriately switching between the vehicles with the preceding vehicle. It is possible to reduce the vehicle driver's uncomfortable feeling caused by the target inter-vehicle time T being changed between when looking aside and when looking aside.

  Further, in the above embodiment, the inter-vehicle time is calculated based on the inter-vehicle distance between the own vehicle and the preceding vehicle and the vehicle speed of the own vehicle, and until the own vehicle reaches the position of the preceding vehicle at the time of calculation. Although the time required (= inter-vehicle distance / own vehicle speed) is taken into consideration, it may be calculated based on the vehicle distance and the relative speed between the own vehicle and the preceding vehicle in consideration of the vehicle speed of the preceding vehicle.

  Further, in the above-described embodiment, the own vehicle that can be switched by the operation of the mode switch 18 in the following control for causing the own vehicle to follow the preceding vehicle and that can be changed between when the driver is looking aside and when not looking aside. However, the present invention is not limited to this, and may be a target inter-vehicle distance that should be provided between the host vehicle and the preceding vehicle. Even in such a configuration, it is possible to obtain the same effect as the above-described embodiment.

1 is a system configuration diagram of an inter-vehicle control apparatus according to an embodiment of the present invention. It is a flowchart of an example of the control routine performed in the inter-vehicle distance control apparatus of the present embodiment. It is a map showing the relationship between the vehicle driver's face direction angle and the addition time to be added to the reference target inter-vehicle time, which is used to set the target inter-vehicle time in the follow-up control in the inter-vehicle control apparatus of the present embodiment. It is a time chart of an example for demonstrating the method to change the target inter-vehicle time in follow-up control in the inter-vehicle control apparatus of a present Example. It is a time chart of an example for demonstrating the method to change the target inter-vehicle time in follow-up control in the inter-vehicle control apparatus of a present Example.

Explanation of symbols

10 inter-vehicle control device 12 inter-vehicle control ECU
16 Face sensor 18 Mode switch 22 Engine ECU
24 Brake ECU
26 Shift ECU
30 Throttle actuator 32 Brake actuator 34 Transmission T Target inter-vehicle time Td Reference target inter-vehicle time ΔT Addition time θ Face angle

Claims (4)

An inter-vehicle control device that executes follow-up control for causing the host vehicle to follow the target vehicle at a target inter-vehicle distance or a target inter-vehicle time,
Aside look state determining means for determining whether or not the vehicle driver is in a look-aside state based on an output signal from a sensor provided for detecting the face direction angle or line-of-sight direction of the vehicle driver;
A target inter-vehicle parameter changing unit that changes a target inter-vehicle distance or a target inter-vehicle time in the follow-up control according to a determination result of the side-by-side state determination unit;
The target intervehicular parameter changing means, when the vehicle driver transitions from a non-aside look state to a look aside state as a judgment result of the aside look state discriminating means, thereafter, the target inter-vehicle distance or the target inter-vehicle time in the follow-up control, An inter-vehicle control apparatus characterized in that a predetermined value is increased per unit time as long as it continues. The target inter-vehicle parameter changing means is initially set as a target inter-vehicle distance or a target inter-vehicle time in the follow-up control thereafter when the vehicle driver shifts from the side-by-side state to the non-aside-on state as a determination result of the side-by-side state determining means. 2. The inter-vehicle distance control device according to claim 1, wherein the distance is shortened by a predetermined value per unit time as long as the non-look -ahead state continues with the reference target inter-vehicle distance or the reference target inter-vehicle time as a limit .   The target inter-vehicle parameter changing means is configured such that when the vehicle driver is in the side-by-side state as a determination result of the side-by-side state determination means, the target inter-vehicle distance or the target in the follow-up control is further increased as the angle of the side look from the vehicle front direction is larger The inter-vehicle control apparatus according to claim 1 or 2, wherein the inter-vehicle time is lengthened. During execution of the follow-up control, when the host vehicle suddenly approaches the preceding vehicle, alarm means for giving an alarm to the vehicle driver;
When the vehicle driver is in the side-by-side state as a determination result of the side-by-side state determination unit, the alarm timing changing unit for speeding up the timing of starting the alarm by the alarm unit compared to the case of being in the side-by-side state;
The inter-vehicle distance control device according to any one of claims 1 to 3, further comprising:

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