JP6322062B2 - Vehicle driving support device - Google Patents

Description

  The present invention provides a vehicle driving support for determining whether to continue or interrupt the overtaking control when the preceding vehicle decelerates during overtaking control overtaking the preceding vehicle traveling immediately before the host vehicle. Relates to the device.

  2. Description of the Related Art Conventionally, an ACC (Adaptive Cruise Control) device that makes a host vehicle run at a constant speed at a preset vehicle speed (set vehicle speed) is known. Furthermore, when the surrounding environment of the vehicle is recognized using a millimeter wave radar, infrared laser radar, stereo camera, monocular camera, etc., and a preceding vehicle traveling immediately before the own vehicle is detected (captured) based on the recognized environmental information A cruise control device with inter-vehicle distance control that performs follow-up running control with the preceding vehicle as a follow-up target is also known.

  For example, in Patent Document 1 (Japanese Patent Application Laid-Open No. 2014-46748), when a preceding vehicle is detected as a control mode during automatic driving, the following mode for following the preceding vehicle and the vehicle speed of the preceding vehicle are automatically set. It has an overtaking control mode that is executed when it is slower than the set vehicle speed and overtaking is possible, and the duration is based on the continuous detection time from when the preceding vehicle is detected until the automatic operation is started. If it is shorter than the predetermined threshold, it is determined that the driver has an intention to overtake the preceding vehicle and the overtaking control mode is executed. If the duration is longer than the threshold, there is no intention to overtake A technique for executing the follow-up mode based on the determination is disclosed.

JP 2014-46748 A

  By the way, the vehicle speed of the preceding vehicle to be overtaken is not always constant. For example, if the preceding vehicle decelerates when the host vehicle tries to execute lane change control in the overtaking control mode, the distance between the preceding vehicle and the host vehicle becomes shorter in the normal driving operation by the driver. If it is determined that overtaking is possible from this inter-vehicle distance and relative vehicle speed between the preceding vehicle and the host vehicle, and if it is determined that overtaking is difficult, the vehicle decelerates and follows the preceding vehicle. If overtaking is possible, change lanes and continue overtaking operation. On the other hand, when the host vehicle is traveling on the overtaking lane trying to overtake the preceding vehicle and the preceding vehicle decelerates, the host vehicle can enter the front of the preceding vehicle or be behind the preceding vehicle. Judge whether to return.

  However, in the technique disclosed in the above-described document, when the overtaking control mode is executed, the overtaking control such as the lane change control is continuously executed regardless of the behavior of the preceding vehicle to be overtaken. Therefore, the control different from the driver's intention is continued, and there is a disadvantage that the driver feels uncomfortable.

  In view of the above circumstances, the present invention accurately determines whether the overtaking control is continued or interrupted from the relationship between the preceding vehicle and the host vehicle when the preceding vehicle decelerates when overtaking or overtaking the preceding vehicle. An object of the present invention is to provide a vehicle driving support device that can reduce the discomfort given to the driver.

The present invention provides a surrounding environment recognition means for recognizing the surrounding environment of the own vehicle, a driving state detection means for detecting the driving state of the own vehicle, and a preceding vehicle based on the surrounding environment recognized by the surrounding environment recognition means. while, in the vehicular driving support apparatus and a determining driving assistance means whether it is possible to overtaking said prior vehicle from the relationship between said prior vehicle and the subject vehicle, the driving support unit may overtake the preceding vehicle The vehicle speed of the host vehicle detected by the driving state detection unit from the change in the inter-vehicle distance between the preceding vehicle and the host vehicle detected based on the surrounding environment recognized by the surrounding environment recognition unit during overtaking control. If the negative acceleration or relative vehicle speed of the preceding vehicle with respect to the vehicle is detected, and the negative acceleration or relative vehicle speed falls below a predetermined interruption determination threshold value, whether the overtaking control is continued or interrupted. judge

According to the present invention, the vehicle speed of the host vehicle is determined based on the change in the inter-vehicle distance between the preceding vehicle and the host vehicle detected based on the surrounding environment recognized by the surrounding environment recognition means during the passing control for overtaking the preceding vehicle. The negative acceleration or relative vehicle speed of the reference preceding vehicle is detected, and when this negative acceleration or relative vehicle speed falls below a predetermined interruption determination threshold value, it is determined whether the overtaking control is continued or interrupted. As a result, when overtaking the preceding vehicle or when the preceding vehicle decelerates while overtaking, it is possible to accurately determine whether to continue or stop overtaking, and to reduce discomfort to the driver Can be made.

Configuration diagram of vehicle driving support device (A) is a bird's-eye view showing a state before the lane change to overtake the preceding vehicle, and (b) is a bird's-eye view showing a state in which the overtaking lane is running side by side. Flow chart showing automatic operation control routine Flow chart showing overtaking control mode subroutine Flowchart showing control subroutine before lane change Flowchart showing control subroutine after lane change Flowchart showing interruption determination threshold value setting routine Conceptual diagram of target vehicle distance table Timing chart showing changes in relative vehicle speed between the preceding vehicle and the own vehicle and changes in the interruption determination threshold value based on the vehicle speed of the own vehicle Conceptual diagram of basic threshold table Conceptual diagram of the initial correction factor table to be referenced before changing lanes Timing chart showing changes in distance between vehicle and preceding vehicle and initial correction factor Conceptual diagram of the initial correction coefficient table to be referenced after lane change Explanatory drawing which shows the correction gain set according to a road surface and a road condition Conceptual diagram of the vehicle lateral position correction value table Conceptual diagram of the preceding vehicle lateral position correction value table Timing chart showing changes in own vehicle lateral position correction value and preceding vehicle lateral position correction value with respect to changes in own vehicle lateral position and preceding vehicle lateral position (A) is a timing chart showing the relationship between the change in relative vehicle speed between the preceding vehicle and the host vehicle before the lane change and the interruption determination threshold, and (b) is a timing chart showing the change in the interruption determination flag. (a) is a timing chart showing the relationship between the change in relative vehicle speed between the preceding vehicle and the host vehicle after the lane change and the interruption determination threshold value and the standby determination threshold value, and (b) shows the change of the interruption determination flag. Timing chart

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. 2 is a host vehicle, B is a preceding vehicle that travels immediately before, and the vehicle driving support device 1 shown in FIG. 1 is mounted on the host vehicle A. In the following, description will be made on the assumption that left-hand traffic. Therefore, in the case of right-hand traffic, the left and right descriptions are reversed.

  The vehicle driving support apparatus 1 includes a driving support control unit 11 as driving support means, an engine control unit (hereinafter referred to as “E / G_ECU”) 12, a power steering control unit (hereinafter referred to as “PS_ECU”) 13, Each control unit such as a brake control unit (hereinafter referred to as “BK_ECU”) 14 is provided, and each control unit 11 to 14 is connected through an in-vehicle communication line 15 such as a CAN (Controller Area Network). Each of the units 11 to 14 includes a microcomputer having a CPU, a ROM, a RAM, and the like, and a control program for realizing an operation set for each system is stored in the ROM.

  An in-vehicle camera 22 is connected to the input side of the driving support control unit 11 via an image processing unit (IPU) 21. The in-vehicle camera 22 has a main camera 22a and a sub camera 22b, and is a stereo camera that is mounted in the entire cabin of the host vehicle A and photographs a predetermined area Er1 (see FIG. 2A) in the traveling direction. The IPU 21 performs predetermined image processing on the surrounding environment image in front of the traveling direction photographed by both the cameras 22 a and 22 b and outputs the processed image to the driving support control unit 11.

  Further, on the input side of the driving support control unit 11, an automatic driving switch 23, a vehicle speed sensor 24 for detecting the vehicle speed of the own vehicle A (hereinafter referred to as "own vehicle speed") Va, a front side radar 25, a rear side radar. 26, various sensors such as a yaw rate sensor 27 for detecting the yaw rate acting on the host vehicle A are connected, and a notification means 28 is connected on the output side. The on-vehicle camera 22, the front side radar 25, and the rear side radar 26 described above specifically illustrate the surrounding environment recognition means of the present invention. The vehicle speed sensor 24 and the yaw rate sensor 27 described above correspond to the driving state detection means of the present invention.

  The automatic operation switch 23 is provided at a position that can be operated by the driver, such as an instrument panel and a steering handle, and arbitrarily selects normal operation (switch OFF) and automatic operation (switch ON), and ACC operation. The set vehicle speed at the time and the operation mode during automatic operation can be set to either the follow-up control mode or the overtaking control mode. When the follow-up control mode is selected as the operation mode in automatic driving, even if the vehicle speed of the preceding vehicle B (hereinafter referred to as “preceding vehicle speed”) Vb is less than or equal to the set vehicle speed of the own vehicle A, the own vehicle A The follow-up running control is executed in a state where the predetermined inter-vehicle distance is maintained without overtaking the preceding vehicle B. On the other hand, when the overtaking control mode is selected, when the preceding vehicle speed Vb is slower than the set vehicle speed of the own vehicle A by a predetermined amount, the overtaking control mode is executed to maintain the set vehicle speed of the own vehicle A.

  The front side radar 25 is a millimeter wave radar, a microwave radar, an infrared laser radar, or the like, and is composed of a pair of radars disposed on the left and right sides of the front bumper, for example. The front side radar 25 monitors the left and right diagonally front areas Er2L and Er2R (see FIG. 2 (a)) that are difficult to recognize in the image from the on-vehicle camera 22 described above. Find the distance.

  The rear side radar 26 is a millimeter wave radar, a microwave radar, an infrared laser radar, or the like, and is composed of a pair of radars disposed on the left and right sides of the rear bumper, for example. The area scanned by the rear side radar 26 is relatively wider than that of the front side radar 25 described above, and the areas Er3L and Er3R which cannot be monitored by the front side radar 25 from the rear of the host vehicle A to the left and right (see FIG. a)) is monitored, and the distance between the vehicle A and the object detected laterally, obliquely rearward, and rearward is obtained.

  The notification means 28 notifies the driver of the start or stop of automatic driving by blinking display, character display, voice, or the like, and includes a display lamp, a display, a speaker, and the like.

  On the other hand, a throttle actuator 31 is connected to the output side of the E / G_ECU 12. The throttle actuator 31 opens and closes a throttle valve of an electronically controlled throttle provided in the throttle body of the engine, and adjusts the intake air flow rate by opening and closing the throttle valve by a drive signal from the E / G_ECU 12. The desired engine output is generated.

  An electric power steering motor 32 is connected to the output side of the PS_ECU 13. The electric power steering motor 32 applies a steering torque to the steering mechanism by the rotational force of the motor. In automatic operation, the electric power steering motor 32 is controlled by a drive signal from the PS_ECU 13 so that the current driving lane travels. Lane maintenance control for maintaining the vehicle, lane change control for moving the host vehicle A to the adjacent traveling lane, and the like are executed. In the following, for the sake of convenience, the right lane adjacent to the driving lane and the lane that changes the lane when overtaking will be referred to as the overtaking lane. Including the opposite lane.

  A brake actuator 33 is connected to the output side of the BK_ECU 14. The brake actuator 33 adjusts the brake hydraulic pressure supplied to the brake wheel cylinder provided on each wheel. When the brake actuator 33 is driven by a drive signal from the BK_ECU 14, each brake wheel 33 is driven by the brake wheel cylinder. Braking force is generated and the vehicle is forcibly decelerated.

  The driving support control unit 11 checks whether or not the preceding vehicle B is traveling ahead of the own vehicle A based on the surrounding environment image in front of the own vehicle that is image-processed by the IPU 33 and photographed by the in-vehicle camera 22. When the vehicle B is captured, a distance (hereinafter referred to as “vehicle-to-vehicle distance”) L1 (see FIG. 2) between the preceding vehicle B and the host vehicle A and a relative vehicle speed ΔVba are calculated. In the automatic operation, it is determined whether the host vehicle A is to follow or overtake the preceding vehicle B based on the inter-vehicle distance L1 and the relative vehicle speed ΔVba.

  The automatic driving control executed by the driving support control unit 11 described above is specifically processed according to the automatic driving control routine shown in FIG.

  This routine is executed every predetermined calculation cycle after the driving support control unit 11 is activated, and first waits until the automatic operation switch 23 is turned on in step S1. Then, when the automatic driving switch 23 is turned on, the process proceeds to step S2, and it is checked whether or not there is a preceding vehicle B that travels ahead of the host vehicle A based on the image captured by the in-vehicle camera 22. When the automatic operation switch 23 is turned on, the indicator lamp of the notification means 28 that notifies the instrument panel that the automatic switch 23 has been turned on is turned on, and the set vehicle speed described later is displayed.

  If the preceding vehicle B is detected, the process proceeds to step S3. If the preceding vehicle B is not detected, that is, if the preceding vehicle B does not exist in front of the own vehicle traveling path, the process jumps to step S6.

  In step S3, the target vehicle-to-vehicle distance TL1 is set by referring to the target vehicle-to-vehicle distance table based on the own vehicle speed Va detected by the vehicle speed sensor 24 or from a predetermined calculation formula. The target vehicle-to-vehicle distance TL1 is a value for determining whether the host vehicle A follows the preceding vehicle B or passes, and as shown in FIG. 8, the target vehicle-to-vehicle distance TL1 is the host vehicle speed Va. As the value increases, the distance is set longer.

  When the inter-vehicle distance L1 is less than the target inter-vehicle distance TL1 (L1 <TL1), the process proceeds to step S5, and when the inter-vehicle distance L1 is equal to or greater than the target inter-vehicle distance TL1 (L1 ≧ TL1), the process proceeds to step S6.

  When proceeding to step S5, it is determined whether to start the overtaking control mode or the follow-up control mode with reference to the setting by the driver's automatic operation switch 23, and the follow-up control mode T is set In step S7, the follow-up control mode is started and the routine is exited. Note that the follow-up control mode is the same as the technique disclosed in, for example, Japanese Patent Application Laid-Open No. 2012-206700 previously filed by the present applicant, and thus the description thereof is omitted.

  On the other hand, if the overtaking control mode is set, the process proceeds to step S8 to start the overtaking control mode and exit the routine. This overtaking control mode is processed according to an overtaking control mode subroutine which will be described later. Note that the start of the overtaking control mode is notified to the driver by turning on an indicator lamp provided in the display means 28 or by sound from a speaker.

  When the process proceeds from step S2 or step S4 to step S6, the set vehicle speed control is executed and the routine is exited. This set vehicle speed control causes the host vehicle A to run at a constant speed with the vehicle speed (the upper limit is the speed limit) set by the driver operating the automatic operation switch 23 as a target vehicle speed, and is therefore well known in the art. Omitted.

  The overtaking control mode executed in step S8 described above is processed according to the overtaking control mode subroutine shown in FIG.

  In this subroutine, first, in step S21, whether the vehicle A is in a state before the lane change to the adjacent overtaking lane (see FIG. 2 (a)) or after the lane change (see FIG. 2 (b)). Is determined by estimating the behavior of the host vehicle A from the driving signal output from the PS_ECU 13 to the electric power steering motor 32, the history of the yaw rate detected by the yaw rate sensor 27, or the lane recognized based on the image taken by the in-vehicle camera 22. To do. Here, in the present embodiment, before the lane change, after the host vehicle A starts to steer, after moving to the overtaking lane, it shifts to the lane keeping control, and after that, after the lane change. In addition, since steering control at the time of a lane change is well-known, description is abbreviate | omitted.

  If it is determined in step S21 that the lane has not been changed and the process proceeds to step S22, the control before the lane change is executed and the routine is exited. If the lane change is determined and the process proceeds to step S23, the control after the lane change is performed. Execute and exit the routine.

  The control before lane change executed in step S22 is processed according to the control subroutine before lane change shown in FIG. 5, and the control after lane change executed in step S23 is processed according to the control subroutine after lane change shown in FIG. Is done.

  First, the control subroutine before lane change shown in FIG. 5 will be described. In this subroutine, in step S31, a change in the preceding vehicle speed Vb based on the own vehicle speed Va is examined. In the present embodiment, this change in vehicle speed is a relative vehicle speed ΔVba (= Vb−Va), which is a vehicle speed difference between the preceding vehicle speed Vb and the host vehicle speed Va.

  Thereafter, when proceeding to step S32, the interruption determination threshold value Tγ is read. The interruption determination threshold value Tγ is a value for determining whether or not the preceding vehicle B has decelerated more than a predetermined speed with reference to the own vehicle speed Va, and is obtained according to the interruption determination threshold value setting routine shown in FIG. As shown in FIG. 9, as the host vehicle speed Va increases, the relative vehicle speed ΔVba changes in the negative direction. Therefore, the interruption determination threshold value Tγ is variably set accordingly. Therefore, basically, the interruption determination threshold value Tγ is set to a lower value as the host vehicle speed Va is higher. The interruption determination threshold value setting routine will be described later.

  Then, the process proceeds to step S33, where the relative vehicle speed ΔVba is compared with the interruption determination threshold value Tγ. When the relative vehicle speed ΔVba exceeds the interruption determination threshold value Tγ (ΔVba> Tγ), the overtaking control can be continued. And the process proceeds to step S34. On the other hand, if the relative vehicle speed ΔVba is equal to or less than the interruption determination threshold Tγ (ΔVba ≦ Tγ), it is determined that it is difficult to continue the overtaking control because the inter-vehicle distance L1 is shortened due to the sudden deceleration of the preceding vehicle. Proceed to S35. When the process proceeds to step S34, the interruption determination flag F is cleared (F ← 0), and the process proceeds to step S36.

  On the other hand, when the process proceeds to step S35, the interruption determination flag F is set to interrupt the overtaking control (F ← 1), the overtaking control is interrupted, and the process proceeds to step S37 to follow the preceding vehicle B. To exit the routine. As described above, the follow-up control mode is the same as the technique disclosed in Japanese Patent Application Laid-Open No. 2012-206700 and the like previously submitted by the applicant of the present application, and thus the description thereof is omitted.

  The interruption determination flag F is read when the driving support control unit 11 determines whether to continue the overtaking control mode before the lane change or to interrupt, and continues the overtaking control mode when F = 0. If F = 1, the operation is interrupted (see FIG. 18). When the overtaking control mode is interrupted, the driving support control unit 11 causes the control units 12, 13, and 14 to follow the rear of the preceding vehicle B without changing lanes (following control). Mode). Further, the driver is informed that the overtaking control mode is interrupted by the sound from the speaker while turning off the indicator lamp indicating that the overtaking control is provided in the notification means 28. .

  The vehicle speed change of the preceding vehicle speed Vb based on the own vehicle speed Va obtained in step S31 described above may be the acceleration of the preceding vehicle B obtained using the own vehicle speed Va as a reference. In this case, in determining whether or not the preceding vehicle B is suddenly accelerated from the change in the vehicle speed due to the acceleration in step S33, the deceleration of the preceding vehicle B during the prediction [observation] time Ty determined by the own vehicle speed Va or the like. The average value is derived. Since the average value of the deceleration can be used to predict the operation of the preceding vehicle B and the overtaking control mode can be interrupted at an early stage, the driver's discomfort associated with the interruption of the overtaking control mode is reduced. Can be made. For example, when the own vehicle speed Va is 80 [Km / h], the predicted time Ty = 1 [sec], and the preceding vehicle B is decelerated from 90 [Km / h] to 70 [Km / h] at 1 [sec] Compared with the case where the preceding vehicle B decelerates from 90 [Km / h] to 70 [Km / h] at 2 [sec], the former vehicle reaches 50 [Km / h] after 2 [sec] Therefore, the overtaking control mode can be interrupted earlier than the latter.

  Then, when the process proceeds from step S34 to step S36, it is checked whether or not the lane change is completed. If it is completed, the routine is terminated, and if it is not completed, the process returns to step S31. Whether or not the lane change has been completed is determined based on, for example, the vehicle A based on the image captured by the in-vehicle camera 22, the history of the yaw rate detected by the yaw rate sensor 27, and the drive signal output from the PS_ECU 13 to the electric power steering motor 32. Judgment is made based on whether or not lane keeping control is started in the overtaking lane. And when it determines with having started lane maintenance control, it determines with lane change completion being completed.

  Thus, in this embodiment, when the preceding vehicle B is determined to be suddenly decelerated in the overtaking control mode before the lane change is completed (ΔVba ≦ Tγ), the overtaking control mode is interrupted and the following control mode is executed. As a result, unreasonable overtaking is not continuously performed, and the driver's discomfort can be reduced.

  If it is determined in step S36 that the lane change has been completed, the own vehicle A moves to the adjacent overtaking lane as shown in FIG. 2B, and the overtaking shown in FIG. The process branches from step S21 of the control mode subroutine to step S23, and the control subroutine after lane change shown in FIG. 6 is executed.

  In this subroutine, first, in step S41, a change in the preceding vehicle speed Vb based on the own vehicle speed Va is examined. In the present embodiment, the vehicle speed change is a relative vehicle speed ΔVba (= Vb−Va), which is a speed difference between the preceding vehicle speed Vb and the host vehicle speed Va, as in step S31 described above.

  Next, the process proceeds to step S42, the interruption determination threshold value Tγ set in the interruption determination threshold value setting routine shown in FIG. 7 is read, and the relative vehicle speed ΔVba is compared with the interruption determination threshold value Tγ in step S43. The interruption determination threshold value setting routine will be described later.

  When the relative vehicle speed ΔVba exceeds the interruption determination threshold value Tγ (ΔVba> Tγ), the process proceeds to step S44, and the interruption determination flag F is cleared to continue the overtaking control mode (F ← 0). Proceed to step S48.

  On the other hand, when the relative vehicle speed ΔVba is equal to or lower than the interruption determination threshold value Tγ (ΔVba ≦ Tγ), the process branches to step S45 to check whether the vehicle can return to the original travel lane. Whether it is possible to return to the original travel lane is determined based on whether the required return inter-vehicle distance L2 (= L2 ′ + offset) is obtained by adding the offset distance offset [m / s] to the return inter-vehicle distance L2 ′ in front of or behind the preceding vehicle B. Is determined based on whether or not is secured. As shown in FIG. 2B, the return inter-vehicle distance L2 'is set based on the total length of the preceding vehicle, etc., which is a distance sufficient for the host vehicle A to return to the front or rear of the preceding vehicle B. The offset distance offset is a margin value set so as to cope with a sudden lane change of the preceding vehicle B, and may be a fixed value set based on the total length of the host vehicle A, or It may be a variable value set based on the vehicle speed Vb.

  If the necessary return inter-vehicle distance L2 is secured in front of or behind the preceding vehicle B, it is determined that the vehicle can be restored, and the process proceeds to step S46. On the other hand, if the necessary return inter-vehicle distance L2 is not secured both in front and behind the preceding vehicle B, the process returns to step S41 as a standby state in which it is determined whether to continue or interrupt the overtaking control. Re-determine whether to continue or interrupt control.

  In step S46, it is checked whether the necessary return inter-vehicle distance L2 is secured in front of the preceding vehicle B or behind. If the necessary return inter-vehicle distance L2 is secured both in front and rear, or only in front, the process proceeds to step S44. If the necessary return inter-vehicle distance L2 is secured only in the rear, the process proceeds to step S47.

  Then, when the process proceeds to step S44, the interruption determination flag F is cleared (F ← 0), the overtaking control mode is continued, the process proceeds to step S48, and the inter-vehicle distance L1 between the preceding vehicle B and the host vehicle A is necessary. The process waits until the return inter-vehicle distance L2 is reached. When the distance is reached (L1 ≧ L2), it is determined that the overtaking is completed and the routine is exited.

  On the other hand, if it progresses from step S47 to step S49, the lane return deceleration control for returning the own vehicle A to the back of the preceding vehicle B is performed. In the lane return deceleration control, a target deceleration is set based on the inter-vehicle distance L1 between the preceding vehicle B and the host vehicle A, and the deceleration calculated by time differentiation of the host vehicle speed Va reaches the target deceleration. A control signal is output to E / G_ECU12 and BK_ECU14. The target deceleration is set high when the inter-vehicle distance L1 is short, and is set to a lower value as it approaches a necessary return inter-vehicle distance L2 described later.

  Next, when the routine proceeds to step S50, it is checked whether or not the inter-vehicle distance L1 between the preceding vehicle B and the host vehicle A has reached the necessary return inter-vehicle distance L2. If not, the processing returns to step S49 and returns to the lane. Repeats deceleration control. On the other hand, when the inter-vehicle distance L1 reaches the necessary return inter-vehicle distance L2, the routine is exited.

The driving support control unit 11 refers to the value of the interruption determination flag F after the lane change control subroutine is completed, and performs steering control to return the host vehicle A to the front of the preceding vehicle B when F = 0. On the other hand, in the case of F = 1, the steering control for returning the host vehicle A to the rear of the preceding vehicle B is performed. Step S32 of the lane change control subroutine shown in FIG. 5 and the lane change control subroutine shown in FIG. The interruption determination threshold value Tγ that is read in step S42 and determines whether or not the overtaking control is interrupted is set according to the interruption determination threshold value setting routine shown in FIG.

  In this routine, first, in step S51, it is determined whether or not the overtaking control mode is currently executed. For example, whether or not the overtaking control mode is executed in step S8 of the automatic operation control routine shown in FIG. Check with no. If the overtaking control mode is being executed, the process proceeds to step S52. If the overtaking control mode is not being executed, the routine is exited.

  If it determines with the overtaking control mode being performed and it progresses to step S52, basic threshold value T (gamma) INI will be set based on the own vehicle speed Va. As shown in FIG. 10, the basic threshold value TγINI is approximately proportional to the host vehicle speed Va, and is obtained by referring to a basic threshold value table having characteristics as shown in FIG. .

  Therefore, the basic threshold value TγINI has a characteristic that becomes larger as the host vehicle speed Va increases. The interruption determination threshold value Tγ set based on the basic threshold value TγINI is a value for determining whether the overtaking control is continued or interrupted compared to the relative vehicle speed ΔVba, and the preceding vehicle speed Vb is constant. In this case, since the relative vehicle speed ΔVba (= Vb−Va) changes in the negative direction as the host vehicle speed Va increases, the basic threshold value TγINI is also set to change accordingly.

  Next, when proceeding to step S53, it is checked whether the current overtaking control is control before lane change or control after lane change. Whether the control before the lane change or the control after the lane change is recognized based on, for example, a drive signal output from the PS_ECU 13 to the electric power steering motor 32, a history of the yaw rate detected by the yaw rate sensor 27, or an image taken by the in-vehicle camera 22. Judgment is made by estimating the behavior of the vehicle A from the completed lane.

  And when it determines with control before lane change, it progresses to step S54, and when it determines with control after lane change, it branches to step S55. In step S54, an initial correction coefficient KINI is set based on the inter-vehicle distance L1 between the preceding vehicle B and the host vehicle A. FIG. 11 shows the characteristics of the initial correction coefficient table before the lane change. As shown in the figure, the initial correction coefficient KINI is set so as to decrease as the inter-vehicle distance L1 gradually increases, and its upper limit value is 1.0. If the inter-vehicle distance L1 at the start of the overtaking control is long, the own vehicle A can cope with the behavior of the preceding vehicle B even if the initial correction coefficient KINI is set low, but the inter-vehicle distance L1 is short. Then, since the time margin for the host vehicle A corresponding to the behavior of the preceding vehicle B is reduced, the overtaking control is limited by setting the initial correction coefficient KINI high.

  Incidentally, FIG. 12 illustrates a change in the basic threshold value TγINI with respect to a change in the inter-vehicle distance L1 when the host vehicle A overtakes the preceding vehicle B. As shown in FIG. 2, the width of the traveling lane in which the preceding vehicle B is traveling is L5, the overtaking lane width is L6, and the own vehicle A starts from the center L5 / 2 of the traveling lane width L5. It shall move to the center L6 / 2 of the width L6. As shown in the figure, since the vehicle accelerates before the lane change, the inter-vehicle distance L1 gradually decreases, and the basic threshold value TγINI gradually increases accordingly. When the vehicle speed reaches the set vehicle speed after the lane change, the vehicle speed Va becomes constant, so the basic threshold value TγINI becomes a constant value.

On the other hand, if it is determined in step S53 that the control is after lane change and the process branches to step S55, the necessary return inter-vehicle distance L2 is calculated. As described above, this requires returning the inter-vehicle distance L2 is restored following distance L2 'to a value obtained by adding the offset distance offset, carriage return inter-vehicle distance L2 of this' is the vehicle A is to the front or rear of the preceding vehicle B A distance sufficient for returning is set based on the total length of the preceding vehicle and the offset distance offset is set based on, for example, the total length of the host vehicle A and the preceding vehicle speed Vb.

  Thereafter, the process proceeds to step S56, where the initial correction coefficient KINI is set based on the necessary return inter-vehicle distance L2. FIG. 13 shows the characteristics of the initial correction coefficient table after the lane change. As shown in the figure, the initial correction coefficient KINI is substantially proportional to the necessary return inter-vehicle distance L2, and the initial correction coefficient KINI has a characteristic that the initial correction coefficient KINI is set to a higher value as the required return inter-vehicle distance L2 becomes longer. The upper limit is 1.0.

  The required return inter-vehicle distance L2 is a distance that is required when the host vehicle A is returned from the passing lane to the front lane or forward lane when the preceding vehicle B suddenly decelerates. When the distance L2 is short, the time required for the host vehicle A to reach the necessary return inter-vehicle distance L2 is shortened. Therefore, even if the initial correction coefficient KINI is set low, it is delayed in determining whether the overtaking control is interrupted or continued. Will not occur. On the other hand, when the required return inter-vehicle distance L2 is long, the time required for the host vehicle A to reach the required return inter-vehicle distance L2 becomes long. Therefore, by setting the initial correction coefficient KINI high, the overtaking control is interrupted or continued Make an early decision on what to do.

  Thereafter, when the process proceeds from step S54 or step S56 to step S57, the basic threshold value TγINI is corrected by the initial correction coefficient KINI and updated. (TγINI ← KINI ・ TγINI). Therefore, the basic threshold value TγINI is sequentially updated every calculation cycle.

  Next, the process proceeds to step S58, and the surrounding environment information in the traveling direction of the host vehicle A, which is recognized based on the image captured by the in-vehicle camera 22 and the detection information by the front side radar 25, is read. The surrounding environment information includes whether or not the overtaking lane is an oncoming lane, changes in the road surface condition (lane change from the driving lane to the overtaking lane, or vice versa), whether or not the road surface is covered with snow or frozen, Or sunny weather.

  In step S59, a threshold correction gain Gt for correcting the basic threshold TγINI is set based on the surrounding environment information. This threshold value correction gain Gt is selected and set from among a plurality of candidate correction gains G according to the priority order.

  FIG. 14 illustrates the correction gain G set based on the surrounding environment information recognized by the driving support control unit 11. In the figure, as surrounding environment information, a rain correction gain, a snow / freezing correction gain, a road surface condition change gain, and an oncoming lane correction gain are set. On low μ roads such as when raining, snowing or freezing, vehicle controllability including acceleration control for overtaking and steering control when changing lanes is more difficult than for dry roads, increasing the time and danger of control. To do.

  Furthermore, since the road is lower when snow and freezing than when raining, the correction gain G is set accordingly. Further, even when the road surface condition is different between the traveling lane in which the preceding vehicle B is traveling and the overtaking lane adjacent thereto, the correction gain G is set accordingly. Furthermore, when the overtaking lane is an oncoming lane, the degree of danger when traveling on the overtaking lane increases, so the highest correction gain G is set.

  When any correction gain G is detected, the correction gain G is set as the threshold correction gain Gt (Gt ← G). If the correction gain G is not detected, the threshold correction gain Gt is set to 100 [%] (Gt ← 1). Further, when a plurality of correction gains G are detected, the lowest correction gain G is set as the threshold correction gain Gt. That is, priorities are set in order from the lowest to the respective correction gains G. Prior to changing the lane, priorities are set in the order of, for example, oncoming lane> when snow / freezing> when road surface conditions change> when raining, etc. Has been. On the other hand, after the lane change, priorities are set in the order of, for example, oncoming lane> on change of road surface condition> on snow / freezing> on rain.

  Thereafter, when the process proceeds to step S60, the vehicle lateral position correction value Ka is set on the basis of the lateral position in the vehicle width direction of the own vehicle A (hereinafter referred to as "own vehicle lateral position") L3. The preceding vehicle lateral position correction value Kb is set based on the lateral position in the vehicle width direction (hereinafter referred to as “preceding vehicle lateral position”) L4. As shown in FIG. 2, the lateral position L3 of the host vehicle and the lateral position L4 of the preceding vehicle are set based on the image taken by the in-vehicle camera 22 with the center of the lane width (traveling lane width) L5 of the traveling lane as a reference. Is done.

  FIG. 15 shows the characteristics of the own vehicle lateral position correction value table. As shown in the figure, the vehicle's lateral position correction value Ka is set to a constant value (1.0) until it crosses the dividing line (the white line between the driving lane and the overtaking lane) from the driving lane. In the lane, the vehicle is decreased substantially in proportion to the vehicle lateral position L3. In other words, in a transitional state after the own vehicle A crosses the dividing line and moves to the overtaking lane and then shifts to the lane keeping control, the preceding vehicle B is not always traveling in a fixed position on the traveling lane, It may be possible to approach the overtaking lane.

  The own vehicle lateral position correction value Ka is set in consideration of the degree of danger due to the behavior of the preceding vehicle B moving to the right of the traveling lane and the discomfort given to the driver. That is, the vehicle lateral position correction value Ka is set to a lower value when the vehicle A travels to the right than to travel to the left of the overtaking lane. The lower value is set when A travels to the right of the overtaking lane. As a result, the overtaking control is interrupted even when the relative vehicle speed ΔVba is lower when the own vehicle A is traveling on the right side away from the preceding vehicle B than on the left side of the overtaking lane approaching the preceding vehicle B. It becomes difficult. As a result, the degree of danger due to the behavior of the preceding vehicle B and the discomfort given to the driver can be reduced.

  FIG. 16 shows the characteristics of the preceding vehicle lateral position correction value table. As shown in the figure, the preceding vehicle lateral position correction value Kb is substantially proportional to the preceding vehicle lateral position L4. The center of the traveling lane is set to 1.0, and as the vehicle moves to the left from there, the preceding vehicle lateral position correction value Kb is Decrease and increase as you move to the right. That is, when the preceding vehicle lateral position L4 is on the left side from the center of the lane (L5 / 2), it is relatively easy to change the lane to the overtaking lane before the own vehicle A is changed to the lane, and after the lane change, the own vehicle Since the preceding vehicle B is separated from A and the driver's discomfort is reduced, the preceding vehicle lateral position correction value Kb is set to a low value.

  On the other hand, when the preceding vehicle lateral position L4 is on the right side from the center of the lane, there is a high possibility of changing to the overtaking lane, so the preceding vehicle lateral position correction value Kb is set to a low value. Further, when the host vehicle A is traveling in the overtaking lane, the preceding vehicle B suddenly approaches the host vehicle A, which gives the driver discomfort. Therefore, the preceding vehicle lateral position correction value Kb is set to Set to a lower value. The lateral position correction values Ka and Kb may be obtained from arithmetic expressions corresponding to the characteristics shown in FIGS.

  Thereafter, when proceeding to step S61, the basic threshold value TγINI is corrected by the respective lateral position correction values Ka and Kb, and the value is multiplied by the threshold value correction gain Gt to calculate the interruption determination threshold value Tγ (Tγ ← Gt · (TγINI · Ka · Kb)), exit the routine.

  This interruption determination threshold value Tγ is read in step S32 of the control routine before lane change shown in FIG. 5 and step S42 of the control subroutine after lane change shown in FIG. Since the interruption determination threshold value Tγ is appropriately set according to the traveling conditions of the own vehicle A and the preceding vehicle B, the preceding vehicle B is suddenly changed when the own vehicle A is executing the overtaking control mode. Even if the vehicle decelerates, it can be accurately determined whether to continue or interrupt the overtaking control mode. As a result, discomfort given to the driver can be reduced, and high reliability can be obtained.

  Here, with reference to FIG. 17, the change of the own vehicle lateral position correction value Ka and the preceding vehicle lateral position correction value Kb with respect to the change of the own vehicle lateral position L3 and the preceding vehicle lateral position L4 will be described. As shown in the figure, after the own vehicle A starts the overtaking control, even if the own vehicle lateral position L3 gradually increases until the lane is changed from the traveling lane to the overtaking lane, the own vehicle lateral position correction value Ka maintains a constant value. Thereafter, the host vehicle lateral position correction value Ka decreases until the host vehicle A crosses the lane marking and the lane change is completed and shifts to lane keeping control.

  On the other hand, the preceding vehicle lateral position correction value Kb increases as the preceding vehicle B approaches the right side from the center of the traveling lane (the center of the lane), that is, the lane marking side, and decreases as it moves from the center of the lane to the left side. In the situation where the preceding vehicle B is biased toward the lane marking, there is a high possibility of changing the lane to the overtaking lane, so the driver can be relieved by increasing the preceding vehicle lateral position correction value Kb and interrupting the overtaking control early. A feeling can be given.

  Thus, in this embodiment, as shown in FIG. 18, in the overtaking control before the lane change, when the overtaking control is started, the relative vehicle speed ΔVba is compared with the interruption determination threshold value Tγ, and the relative The overtaking control is continued until the vehicle speed ΔVba falls below the interruption determination threshold value Tγ (F ← 0), and when the relative vehicle speed ΔVba falls below the interruption determination threshold value Tγ, the preceding vehicle B has suddenly decelerated. The overtaking control is interrupted (F ← 1).

  In the overtaking control after the lane change, as shown in FIG. 19, the relative vehicle speed ΔVba is compared with the interruption determination threshold value Tγ, and the overtaking control is performed until the relative vehicle speed ΔVba falls below the interruption determination threshold value Tγ. Control is continued (F ← 0). On the other hand, if the relative vehicle speed ΔVba falls below the interruption determination threshold value Tγ, it is determined that the preceding vehicle B has suddenly decelerated, and it is checked whether the host vehicle A can return to the front or rear of the preceding vehicle B. If it is determined that it is difficult to return, it is determined whether to continue or interrupt the overtaking control and enter a standby state. Thereby, the control hunting which repeats continuation and interruption of overtaking control can be effectively prevented.

  On the other hand, if the vehicle can be returned, it is checked whether the vehicle can return to the front or the rear of the preceding vehicle B. If the vehicle can return only to the front or both the front and the rear of the preceding vehicle B, If the overtaking control is continued (F ← 0) and the vehicle can return only to the rear of the preceding vehicle B, the overtaking control is interrupted (F ← 1) and the lane change return deceleration control is executed. As a result, even when the preceding vehicle B decelerates rapidly, it is possible to accurately determine whether the overtaking control is to be continued or interrupted, and the discomfort given to the driver can be reduced.

  Note that the present invention is not limited to the above-described embodiment. For example, the value of the interruption determination flag F set in the above-described overtaking control may be applied in driving by manual operation performed by the driver. it can. In other words, when the preceding vehicle B suddenly decelerates after starting the overtaking operation to overtake the preceding vehicle B by a manual steering operation, the driving support device refers to the value of the interruption determination flag and continues or stops overtaking. The driver can be given advice on what to do.

1 ... Vehicle driving support device,
11 ... Driving support control unit,
22 ... In-vehicle camera,
23 ... Automatic operation switch,
24 ... Vehicle speed sensor,
25 ... Front side radar,
26: Rear side radar,
28 ... informing means,
A ... own vehicle,
B ... preceding car,
F: Interruption determination flag,
G: Correction gain,
Gt: Threshold correction gain,
Ka: the vehicle lateral position correction value,
Kb ... preceding vehicle lateral position correction value,
KINI ... Initial correction factor,
L1 ... inter-vehicle distance,
L2 ... Necessary return distance between vehicles,
L2 '... Return vehicle distance,
L3 ... the vehicle's lateral position,
L4 ... Preceding vehicle lateral position,
L5 ... Running lane width,
L6 ... Overtaking lane width,
offset ... offset distance,
TL1 ... Target vehicle distance,
Tγ: interruption determination threshold value,
TγINI: Basic threshold,
Va ... own vehicle speed,
Vb ... preceding vehicle speed,
ΔVba ... Relative vehicle speed

Claims (13)

A surrounding environment recognition means for recognizing the surrounding environment of the host vehicle;
Driving state detecting means for detecting the driving state of the host vehicle;
A vehicle provided with driving support means for detecting a preceding vehicle based on the surrounding environment recognized by the surrounding environment recognition means and for determining whether the preceding vehicle can be overtaken from the relationship between the preceding vehicle and the host vehicle. In the driving support device for
The driving support means, based on a change in the inter-vehicle distance between the preceding vehicle and the host vehicle detected based on the surrounding environment recognized by the surrounding environment recognition means during execution of the overtaking control for overtaking the preceding vehicle. When detecting the negative acceleration or relative vehicle speed of the preceding vehicle based on the vehicle speed of the host vehicle detected by the state detection means, and the negative acceleration or relative vehicle speed falls below a predetermined interruption determination threshold, A driving support device for a vehicle, wherein it is determined whether the overtaking control is continued or interrupted. The driving support means switches a driving mode to a follow-up control mode that follows the preceding vehicle when the overtaking control is interrupted while traveling behind the preceding vehicle. The vehicle driving support device according to claim. The driving support means recognizes the surrounding environment recognized by the surrounding environment recognition means when the passing control is interrupted while the host vehicle is traveling on the passing lane adjacent to the traveling lane in which the preceding vehicle is traveling. The position and relative vehicle speed of the preceding vehicle and the own vehicle are obtained based on the vehicle, and based on the position and the relative vehicle speed, it is determined whether or not the own vehicle can be returned to the rear of the preceding vehicle, and the vehicle can be restored. 3. The vehicle driving support device according to claim 1, wherein the vehicle speed of the host vehicle is decelerated to a predetermined value based on the vehicle speed of the preceding vehicle and is returned to the rear of the preceding vehicle when the vehicle speed is determined. . The driving support means recognizes the surrounding environment when determining whether to continue or interrupt the overtaking control while the host vehicle is driving in an overtaking lane adjacent to a driving lane in which the preceding vehicle is running. The position and relative vehicle speed of the preceding vehicle and the host vehicle are obtained based on the surrounding environment recognized by the means, and the host vehicle can return to the front or rear of the preceding vehicle based on the position and the relative vehicle speed. If it is determined that it is possible to return to the front of the preceding vehicle, the overtaking control is continued, and if it is determined that the vehicle can return to the rear of the preceding vehicle, the overtaking control is interrupted to 3. The vehicle driving support device according to claim 1, wherein the vehicle speed of the host vehicle is decelerated to a predetermined value based on the vehicle speed of the preceding vehicle and returned to the rear of the preceding vehicle. When the driving support means determines that the host vehicle cannot be returned to both the front and rear of the preceding vehicle, the driving support means sets a standby state in which the determination whether to continue or interrupt the overtaking control is made. The vehicle driving support device according to claim 4. The driving support means sets the interruption determination threshold value based on the vehicle speed of the host vehicle, and when the host vehicle is traveling behind the preceding vehicle, An initial correction coefficient is set based on the inter-vehicle distance, and is necessary for overtaking the preceding vehicle when the host vehicle is traveling in an overtaking lane adjacent to the traveling lane in which the preceding vehicle is traveling. The initial correction coefficient is set based on a necessary return inter-vehicle distance to be corrected, the interruption determination threshold value is corrected with the initial correction coefficient, and a new interruption determination threshold value is set. The vehicle driving support device according to any one of claims 5 to 6. The said interruption determination threshold value is correct | amended with the threshold value correction gain set based on the surrounding environment recognized by the said surrounding environment recognition means, The any one of Claims 1-6 characterized by the above-mentioned. Vehicle driving support device. 8. The vehicle driving support apparatus according to claim 7 , wherein the threshold correction gain is set at a lowest correction gain among a plurality of correction gains set for each of the surrounding environments. The correction gain is set according to the road surface condition detected based on the surrounding environment recognized by the surrounding environment recognizing means and the situation of the overtaking lane adjacent to the traveling lane on which the preceding vehicle travels, and the road surface condition is low. claim for μ road, characterized in that it is set lower correction gain than lower correction gain is set, also the low μ road in the case of overtaking lane opposite lane than a dry road 8 The vehicle driving support device according to claim. The driving support means continues the overtaking control when the negative acceleration or the relative vehicle speed of the preceding vehicle based on the vehicle speed of the host vehicle is higher than the interruption determination threshold value. The vehicle driving support device according to any one of claims 1 to 9 . The driving support means detects a lateral position in the vehicle width direction from the traveling lane of the own vehicle based on the surrounding environment recognized by the surrounding environment recognition means, and the lateral position in the vehicle width direction becomes farther from the preceding vehicle. It obtains the vehicle lateral position correction value set to a low value, according to any one of claim 1 to 10, characterized in that to correct the interruption determination threshold on the free-wheel lateral position correction value Vehicle driving support device. The vehicle according to any one of claims 1 to 11 , wherein the driving support means corrects the interruption determination threshold value to a higher value as the vehicle speed increases based on a vehicle speed of the host vehicle. Driving support device. The driving support means, said detecting a vehicle width direction lateral position on the run line lane of the preceding vehicle based on the surrounding environment recognized by the environment recognition means, in accordance with該車widthwise lateral position approaches the overtaking lane side It obtains preceding vehicle lateral position correction value is set to a larger value, in said prior vehicle lateral position correction value according to any one of claim 1 to 12, characterized in that to correct the interruption determination threshold Vehicle driving support device.

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