JP7001393B2 - Vehicle driving control device - Google Patents

Description

The present invention relates to a vehicle traveling control device that automatically starts the own vehicle following the start of the preceding vehicle.

Conventionally, in the vehicle travel control device, constant speed travel control that maintains the set vehicle speed is performed when the preceding vehicle does not exist, and when the preceding vehicle is detected, the distance between the following vehicles is maintained with respect to the preceding vehicle. A cruise control (ACC: Adaptive Cruise Control) system with inter-vehicle distance maintenance control that controls follow-up travel is known.

Further, there is also known a system in which the applicable range of this ACC system is expanded to a low speed region (0 [Km / h] to) and a traffic jam tracking function is provided. In the ACC system equipped with this traffic jam obedience function, when the stop of the preceding vehicle with symmetry is detected, the own vehicle is automatically stopped following it, and when the start of the preceding vehicle is detected, a predetermined operation by the driver is performed. It is possible to start the own vehicle according to the input or the like.

Regarding the control at the time of restart in the vehicle travel control device provided with such an ACC system, for example, Patent Document 1 corresponds to the height of the rear end bumper of the preceding vehicle in the image captured by the front camera. When the first obstacle detection window is set in the area and the second obstacle detection window is set in the areas on both sides of the area immediately before the actual vehicle, and there is an obstacle in any of these areas. If it is determined, a technique for forcibly prohibiting the start of the vehicle is disclosed. Further, Patent Document 1 has a technique for suppressing the acceleration at the time of starting the own vehicle and forcibly starting the vehicle gently when it is detected that there is an obstacle in the second obstacle detection window. It has been disclosed.

Japanese Unexamined Patent Publication No. 2002-329298

By the way, in the ACC system in recent years, a technique has been proposed in which when the start of the preceding vehicle is detected after the follow-up stop, the own vehicle is automatically started following the preceding vehicle regardless of a predetermined operation input by the driver. There is.

However, especially when the own vehicle is automatically started, even if the behavior of the own vehicle at the time of automatic start is safe in terms of control, there is a risk of causing anxiety to the driver depending on the state of obstacles other than the preceding vehicle. Therefore, it may not be sufficient to simply suppress the acceleration at the time of starting the own vehicle as in the technique disclosed in Patent Document 1 described above.

The present invention has been made in view of the above circumstances, and it is intended to provide a vehicle travel control device capable of following a preceding vehicle and starting the own vehicle by appropriate behavior that does not cause anxiety to the driver. The purpose.

The vehicle travel control device according to one aspect of the present invention is a traveling environment acquisition means for acquiring driving environment information around the own vehicle, and a preceding vehicle that detects a preceding vehicle traveling in front of the own vehicle traveling lane based on the driving environment information. The vehicle detecting means, the following traveling control means for controlling the following traveling of the own vehicle with respect to the preceding vehicle when the preceding vehicle traveling in front of the own vehicle is detected, and the self during the following traveling control. A vehicle provided with a follow-up start control means for causing the own vehicle to follow-start and return to the follow-up travel control when the vehicle detects the start of the preceding vehicle after the vehicle has stopped following the stop of the preceding vehicle. The driving control device is provided with obstacle detecting means for detecting obstacles moving in the monitoring area including the own vehicle traveling lane based on the traveling environment information, and the following start control means detects the start of the preceding vehicle. The delay control means for holding the stopped state of the own vehicle until the predetermined delay time elapses, and the acceleration for accelerating the own vehicle to the target acceleration over the predetermined acceleration time after the elapse of the delay time. The delay control is provided with a control means and an acceleration suppressing means for suppressing the acceleration of the own vehicle and prohibiting the return to the following traveling control until a predetermined acceleration suppressing time elapses after the lapse of the acceleration time. The means sets different delay times depending on the distance to an obstacle moving in the monitoring area.
Further, the vehicle travel control device according to another aspect of the present invention detects a travel environment acquisition means for acquiring travel environment information around the own vehicle and a preceding vehicle traveling in front of the own vehicle travel lane based on the travel environment information. The preceding vehicle detecting means, the following traveling control means for controlling the following traveling of the own vehicle with respect to the preceding vehicle when the preceding vehicle traveling in front of the own vehicle is detected, and the following traveling control. When the own vehicle follows the stop of the preceding vehicle and stops, and then detects the start of the preceding vehicle, the own vehicle is provided with a follow-up start control means for causing the own vehicle to follow and start and return to the follow-up travel control. The vehicle travel control device includes obstacle detection means for detecting obstacles moving in the monitoring area including the own vehicle travel lane based on the travel environment information, and the follow-up start control means is for starting the preceding vehicle. The delay control means for holding the stopped state of the own vehicle from the detection of the detection to the elapse of the predetermined delay time and the predetermined acceleration time after the elapse of the delay time are applied to accelerate the own vehicle to the target acceleration. The acceleration control means for suppressing the acceleration of the own vehicle until a predetermined acceleration suppression time elapses after the lapse of the acceleration time, and the acceleration suppression means for prohibiting the return to the follow-up traveling control are provided. The acceleration control means sets different acceleration times according to the distance from the own vehicle to the obstacle moving in the monitoring area.
Further, the vehicle travel control device according to still another aspect of the present invention includes a travel environment acquisition means for acquiring travel environment information around the own vehicle and a preceding vehicle traveling in front of the own vehicle travel lane based on the travel environment information. The preceding vehicle detecting means for detecting, the following traveling control means for controlling the following traveling of the own vehicle with respect to the preceding vehicle when the preceding vehicle traveling in front of the own vehicle is detected, and the following traveling control When the own vehicle follows the stop of the preceding vehicle and stops, and then detects the start of the preceding vehicle, the following start control means for causing the own vehicle to follow and return to the following travel control. The vehicle travel control device provided includes obstacle detection means for detecting obstacles moving in the monitoring area including the own vehicle travel lane based on the travel environment information, and the follow-up start control means is the preceding vehicle. The delay control means for holding the stopped state of the own vehicle from the detection of the start to the elapse of the predetermined delay time and the predetermined acceleration time after the elapse of the delay time are applied to bring the own vehicle to the target acceleration. It is provided with an acceleration control means for accelerating and an acceleration suppression means for suppressing the acceleration of the own vehicle and prohibiting the return to the follow-up traveling control until a predetermined acceleration suppression time elapses after the lapse of the acceleration time. The acceleration suppression means sets different acceleration suppression times according to the distance from the own vehicle to the obstacle moving in the monitoring area.

According to the vehicle travel control device of the present invention, the own vehicle can be started following the preceding vehicle by an appropriate behavior that does not give anxiety to the driver.

Schematic diagram of a vehicle equipped with a driving control device Configuration diagram of the travel control device Flowchart showing follow-up stop control routine Flowchart showing follow-up start control routine Flowchart showing delay time setting subroutine Flowchart showing acceleration time setting subroutine Flowchart showing acceleration suppression time setting subroutine Flowchart showing the start control subroutine Explanatory diagram showing the starting target inter-vehicle distance Explanatory diagram showing an interrupt vehicle Explanatory drawing showing a moving object in the reverse direction Explanatory drawing showing a forward moving object Conceptual diagram showing a delay time calculation table based on the preceding vehicle Conceptual diagram showing a delay time calculation table based on a moving object in the reverse direction Conceptual diagram showing a delay time calculation table based on a forward moving object Conceptual diagram showing an acceleration time calculation table based on the preceding vehicle Conceptual diagram showing an acceleration time calculation table based on a moving object in the reverse direction Conceptual diagram showing a correction gain calculation table for acceleration time based on reverse moving objects Conceptual diagram showing an acceleration time calculation table based on forward moving objects Conceptual diagram showing an acceleration suppression time calculation table based on the preceding vehicle Conceptual diagram showing an acceleration suppression time calculation table based on a moving object in the reverse direction Conceptual diagram showing a correction gain calculation table for acceleration suppression time based on a moving object in the reverse direction. Conceptual diagram showing an acceleration suppression time calculation table based on a forward moving object Conceptual diagram showing a correction gain calculation table for acceleration suppression time based on forward moving objects Explanatory diagram illustrating changes in acceleration during follow-up start

Hereinafter, embodiments of the present invention will be described with reference to the drawings. The drawings relate to one embodiment of the present invention, FIG. 1 is a schematic view of a vehicle equipped with a travel control device, FIG. 2 is a configuration diagram of the travel control device, FIG. 3 is a flowchart showing a follow-up stop control routine, and FIG. FIG. 5 shows a flowchart showing a start control routine, FIG. 5 shows a flowchart showing a delay time setting subroutine, FIG. 6 shows a flowchart showing an acceleration time setting subroutine, FIG. 7 shows a flowchart showing an acceleration suppression time setting subroutine, and FIG. 8 shows a start time control subroutine. A flowchart, FIG. 9 is an explanatory diagram showing a starting target vehicle-to-vehicle distance, FIG. 10 is an explanatory diagram showing an interrupting vehicle, FIG. 11 is an explanatory diagram showing a reverse moving object, and FIG. 12 is an explanatory diagram showing a forward moving object. 13 is a conceptual diagram showing a delay time calculation table based on a preceding vehicle, FIG. 14 is a conceptual diagram showing a delay time calculation table based on a reverse moving object, and FIG. 15 is a conceptual diagram showing a delay time calculation table based on a forward moving object. 16 is a conceptual diagram showing an acceleration time calculation table based on a preceding vehicle, FIG. 17 is a conceptual diagram showing an acceleration time calculation table based on a reverse moving object, and FIG. 18 is a conceptual diagram showing an acceleration time calculation based on a reverse moving object. A conceptual diagram showing a table, FIG. 19 is a conceptual diagram showing an acceleration time calculation table based on a forward moving object, FIG. 20 is a conceptual diagram showing an acceleration suppression time calculation table based on a preceding vehicle, and FIG. 21 is a conceptual diagram showing an acceleration suppression time calculation table based on a reverse moving object. A conceptual diagram showing an acceleration suppression time calculation table, FIG. 22 is a conceptual diagram showing a correction gain calculation table for acceleration suppression time based on a reverse moving object, and FIG. 23 is a conceptual diagram showing an acceleration suppression time calculation table based on a forward moving object. 24 is a conceptual diagram showing a correction gain calculation table for an acceleration suppression time based on a forward moving object, and FIG. 25 is an explanatory diagram illustrating a change in acceleration during a follow-up start.

In FIG. 1, reference numeral 1 indicates a vehicle (own vehicle), and the own vehicle 1 is equipped with a travel control device 2 provided with a cruise control (ACC: Adaptive Cruise Control) system.

The travel control device 2 has a front camera 3 that captures an image of the travel environment in front of the own vehicle 1 and a side radar 4 for detecting a three-dimensional object on the side of the own vehicle 1.

As the front camera 3 of the present embodiment, a stereo camera having a main camera 3a and a sub camera 3b is adopted. These main cameras 3a and sub-cameras 3b are fixed to the upper part of the front part of the vehicle interior (for example, both sides of the rear-view mirror) while maintaining a certain distance.

Further, the side radar 4 of the present embodiment is, for example, a millimeter wave radar, and is arranged on each of the left and right side portions of the front bumper. These left and right side radars 4 detect a three-dimensional object in a region from the side to the rear of the own vehicle 1, which is difficult to detect with the above-mentioned front camera 3. In order to expand the area where a three-dimensional object can be detected, the side radar 4 can be separately provided on the rear bumper or the like in addition to the front bumper. Further, the device for monitoring the side is not limited to the radar, and for example, a camera, a rider, a sonar, or the like can be used.

Then, the image signal of the driving environment in front of the vehicle captured by the front camera 3 and the three-dimensional object information on the side of the vehicle detected by the left and right side radars 4 are transmitted to the image processing unit (IPU) 5. ..

The IPU 5 mainly acquires the traveling environment information in front of the own vehicle 1 based on the image information from the front camera 3. Further, the IPU 5 mainly acquires the traveling environment information on the side of the own vehicle 1 based on the three-dimensional object information from the side radar 4. Then, the IPU 5 acquires information such as the own vehicle traveling lane and the traveling lane attached to the own vehicle traveling lane based on the traveling environment information. Further, the IPU 5 acquires information on the preceding vehicle P traveling in front of the own vehicle 1. Further, the IPU 5 acquires various obstacle information other than the preceding vehicle P existing in a predetermined monitoring area including the own vehicle traveling lane. Here, the monitoring area includes a parallel running vehicle running in parallel with an adjacent running lane, a moving three-dimensional object (moving obstacle) such as a pedestrian, a bicycle, or a motorcycle close to the own vehicle 1, and a fixed three-dimensional object such as a guardrail or a tree. Acquire obstacle information such as (fixed obstacle). Then, the IPU 5 transmits various information acquired from the traveling environment information to various control units that control the own vehicle 1. At that time, when the preceding vehicle P is detected, the IPU 5 sets a predetermined area including the own vehicle traveling lane as the monitoring area A, and detects an obstacle moving in the monitoring area A. Specifically, the IPU 5 sets, for example, a region on the own vehicle traveling lane from the preceding vehicle P to the rear of the set distance of the own vehicle 1 as the monitoring area A. However, when the own vehicle traveling lane is adjacent to the road shoulder, the IPU5 sets the area including the road shoulder as the monitoring area A (see FIGS. 11 and 12). Then, the IPU 5 detects an obstacle moving in the set monitoring area A. As described above, in the present embodiment, the front camera 3, the side radar 4, and the IPU 5 realize the function as the driving environment acquisition means, and the IPU 5 is the preceding vehicle detecting means for acquiring the preceding vehicle information. In addition, each function as an obstacle detection means is realized.

Further, the travel control device 2 has an ACC control unit (ACC_ECU) 11. The ACC_ECU 11 is mainly composed of a well-known microcomputer equipped with a CPU, ROM, RAM, etc., and the ROM stores fixed data such as a control program and various tables for realizing a preset operation. There is.

As shown in FIG. 2, on the input side of the ACC_ECU 11, the IPU5, the vehicle speed sensor 16 as a vehicle speed detecting means for detecting the vehicle speed (own vehicle speed) of the own vehicle 1, and the front-rear acceleration for detecting the acceleration in the front-rear direction of the own vehicle 1. The surrounding environment of the own vehicle 1, such as a sensor (front and rear G sensor) 17, an accelerator opening sensor 18 that detects the accelerator opening from the amount of depression of the accelerator pedal, and a brake sensor 19 that detects the depression of the brake pedal and outputs an ON signal. , And various sensors and switches that detect the operating state are connected.

Further, a display device 21, an engine control device 22, and a brake control device 23 are connected to the output side of the ACC_EUC 11.

The display device 21 is, for example, a monitor provided in a multi-information display provided in a combination meter in front of the driver's seat or a car navigation system.

A throttle actuator 25a is connected to the engine control device 22, and the throttle valve of the electronically controlled throttle 25 can be opened and closed by the throttle actuator 25a. The own vehicle 1 is equipped with an idling stop system (ISS), and the engine is stopped when the own vehicle speed is equal to or less than the stop determination vehicle speed (for example, 10 to 15 [Km / h]).

The main brake actuator 26 and the auxiliary brake actuator 27 are connected to the brake control device 23.

The main brake actuator 26, for example, increases or decreases the brake fluid pressure supplied from the hydraulic control unit to adjust the braking force with respect to the main brake 26a provided on each wheel. The main brake 26a can also obtain a desired braking force by the foot brake operation performed by the driver.

On the other hand, the auxiliary brake actuator 27 operates the auxiliary brake 27a such as the drum type brakes provided on the left and right rear wheels when the vehicle is stopped to maintain the stopped state of the own vehicle 1.

The ACC_ECU 11 controls the running of the own vehicle 1 by outputting a drive signal to the engine control device 22 and the brake control device 23 based on the signals from various sensors and switches.

That is, the ACC_ECU 11 examines whether or not the preceding vehicle P in front of the own vehicle 1 has been captured (detected) based on the traveling environment information detected by the IPU 5. Then, when the preceding vehicle P is not captured, the ACC_ECU 11 executes constant speed traveling control for traveling the own vehicle 1 at the set vehicle speed. On the other hand, when the preceding vehicle P is captured, the ACC_ECU 11 obtains the inter-vehicle distance between the preceding vehicle P and the own vehicle 1 and the relative vehicle speed based on the preceding vehicle information from the IPU 5 and the own vehicle speed detected by the vehicle speed sensor 16. , Follow-up running control is performed.

Further, the ACC_ECU 11 automatically stops the own vehicle 1 following the stop of the preceding vehicle P to be followed, and then automatically follows the own vehicle 1 when the start of the preceding vehicle P is detected. Start off.

When the own vehicle 1 is automatically started, the ACC_ECU 11 first emits a starting sound, restarts the engine by the ISS to prepare for starting, and waits for a predetermined delay time Td. After that, the ACC_ECU 11 performs acceleration control in order to bring the acceleration of the own vehicle 1 to the target acceleration At over a predetermined acceleration time Ta by releasing the stop holding of the main brake 26a and controlling the opening degree of the throttle valve. Then, after the predetermined acceleration suppression time Tc has passed, the ACC_ECU 11 cancels the follow-up start control and returns to the normal follow-up running control. As described above, in the present embodiment, the ACC_ECU 11 realizes the function as the follow-up travel control means, and further functions as the follow-up start control means including the functions of the delay control means, the acceleration control means, and the acceleration suppression means. Realize.

The follow-up start control in the ACC_ECU 11 is specifically processed according to the follow-up start control routine shown in FIG.

Prior to explaining this follow-up start control routine, the follow-up stop control before the follow-up start will be briefly described along with the follow-up stop control routine shown in FIG.

This follow-up stop control routine is repeatedly executed when the own vehicle 1 detects the preceding vehicle P and performs follow-up running. When the routine starts, the ACC_ECU 11 runs the run detected by the IPU 5 in step S101. Read various parameters including environment information.

In the following step S102, the ACC_ECU 11 obtains the relative vehicle speed between the preceding vehicle P and the own vehicle 1 based on the acquired traveling environment. Then, the ACC_ECU 11 checks whether or not the preceding vehicle P has stopped based on the relative vehicle speed and the own vehicle speed detected by the vehicle speed sensor 16, and if the preceding vehicle P is running, the routine is exited as it is. On the other hand, when the stop of the preceding vehicle P is detected, the ACC_ECU 11 proceeds to step S103, executes the follow-up stop control process, and exits the routine.

In the follow-up stop control process executed in step S103, the ACC_ECU 11 for, for example, causes the own vehicle 1 to follow-stop the preceding vehicle P by opening a preset target inter-vehicle distance at the time of stop (see FIG. 9). The target vehicle speed (deceleration) is obtained for each calculation cycle based on the target inter-vehicle distance when the vehicle is stopped and the actual inter-vehicle distance between the own vehicle 1 and the preceding vehicle P. Then, the ACC_ECU 11 outputs a drive signal to the engine control device 22 and the brake control device 23 to control the vehicle speed so that the vehicle speed of the own vehicle 1 becomes the target vehicle speed, and gradually decelerates to follow the own vehicle 1. Stop the car.

Further, after the own vehicle 1 follows and stops in a predetermined manner, an auxiliary brake operation signal is output to the brake control device 23, the auxiliary brake actuator 27 is driven, and the auxiliary brake 27a is operated to maintain the stopped state.

When the own vehicle 1 follows and stops, the follow-up start control routine shown in FIG. 4 is activated. This routine is executed at predetermined time intervals, and when the routine is started, the ACC_ECU 11 first outputs the state of the preceding vehicle P stopped on the own vehicle traveling lane and the monitoring area, which is output from the IPU5 in step S201. Various information such as the state of obstacles moving in A and the state of parallel running vehicles existing in the adjacent traveling lane is read.

In the following step S202, the ACC_ECU 11 determines whether or not an interrupt vehicle is detected between the own vehicle 1 and the preceding vehicle P on the own vehicle traveling lane, that is, interrupting the own vehicle traveling lane by a parallel traveling vehicle or the like. Check if was detected.

Then, if it is determined in step S202 that the interrupted vehicle has not been detected, the ACC_ECU 11 proceeds to step S204.

On the other hand, if it is determined in step S202 that the interrupted vehicle has been detected, the ACC_ECU 11 proceeds to step S203, and after switching the detected interrupted vehicle as the preceding vehicle P (see, for example, FIG. 10), the step. Proceed to S204.

When the process proceeds from step S202 or step S203 to step S204, the ACC_ECU 11 checks whether or not the preceding vehicle P has started. Whether or not the preceding vehicle P has started is determined by, for example, the inter-vehicle distance obtained based on the preceding vehicle information from the IPU5, which is a preset target inter-vehicle distance at start (target inter-vehicle distance at stop <target inter-vehicle distance at start). : Judge whether or not it has changed to (see Fig. 9 etc.).

Then, if it is determined in step S204 that the preceding vehicle has not yet started, the ACC_ECU 11 exits the routine as it is.

On the other hand, if it is determined in step S204 that the preceding vehicle has started, the ACC_ECU 11 proceeds to step S205 and sets the delay time Td when the follow-up start is performed.

Here, if the own vehicle 1 is followed and started immediately after the preceding vehicle P starts, the driver may be anxious due to the sudden start of the own vehicle 1 depending on the traveling environment. The delay time Td is set in order to eliminate such anxiety and start the own vehicle 1 at an appropriate timing.

The setting of the delay time Td is executed according to, for example, the delay time setting subroutine shown in FIG. 5. When the subroutine starts, the ACC_ECU 11 first reads the table stored in the ROM in advance in step S301. , The delay time Td0 based on the preceding vehicle P is calculated.

For example, as shown in FIG. 13, the delay time calculation table based on the preceding vehicle P is set to variably calculate the delay time Td0 according to the vehicle speed of the preceding vehicle P, and the higher the vehicle speed of the preceding vehicle P, the higher the vehicle speed. A short delay time Td0 is calculated. That is, the higher the vehicle speed of the preceding vehicle P, the faster the inter-vehicle distance is secured, so that the delay time Td0 is calculated to be shorter.

When proceeding from step S301 to step S302, the ACC_ECU 11 checks whether or not there is a reverse moving object M1 (for example, see FIG. 11) that moves in the direction opposite to that of the own vehicle 1 in the monitoring area A. The reverse moving object M1 also includes moving objects such as pedestrians crossing the monitoring area A.

Then, when it is determined in step S302 that the reverse moving object M1 does not exist, the ACC_ECU 11 proceeds to step S304.

On the other hand, if it is determined in step S302 that the reverse moving object M1 exists, the ACC_ECU 11 proceeds to step S303, reads out the table stored in the ROM in advance, and calculates the delay time Td1 based on the reverse moving object M1. ..

For example, as shown in FIG. 14, the delay time calculation table based on the reverse moving object M1 of the present embodiment variably calculates the delay time Td1 according to the distance from the own vehicle 1 to the reverse moving object M1. It is set, and basically, the shorter the distance to the moving object M1 in the reverse direction, the longer the delay time Td1 is set. That is, in general, the driver tends to try to start cautiously as the distance to the reverse moving object M1 is shorter, and based on such a driver's tendency, the shorter the distance to the reverse moving object M1, the delay is made. The time Td1 is set long. However, when the reverse moving object M1 is present on the side of the own vehicle 1 or behind the own vehicle 1, there is a high possibility that the reverse moving object M1 is out of the driver's view. Since it is unlikely that the presence of the reverse moving object causes anxiety to the driver, the delay time Td1 is calculated to be relatively shorter than the case where the reverse moving object M1 is present in front of the own vehicle 1. Further, since the reverse moving object M1 is most easily in the driver's field of view when it is several meters in front of the own vehicle 1, the longest delay time Td1 is calculated when the reverse moving object M1 is present at the position. Will be done.

When the process proceeds from step S302 or step S303 to step S304, does the ACC_ECU 11 have a forward moving object M2 (for example, see FIG. 12) that moves in the same direction (forward direction) as the own vehicle 1 in the monitoring area A? Find out if it isn't.

Then, if it is determined in step S304 that the forward moving object M2 does not exist, the ACC_ECU 11 proceeds to step S306.

On the other hand, if it is determined in step S304 that the forward moving object M2 exists, the ACC_ECU 11 proceeds to step S305, reads out the table stored in the ROM in advance, and calculates the delay time Td2 based on the forward moving object M2. ..

For example, as shown in FIG. 15, the delay time calculation table based on the forward moving object M2 of the present embodiment variably calculates the delay time Td2 according to the distance from the own vehicle 1 to the forward moving object M2. It is set, and basically, the shorter the distance to the forward moving object M2, the longer the delay time Td2 is set. That is, in general, the driver tends to try to start cautiously as the distance to the forward moving object M2 is shorter, and based on such a driver's tendency, the shorter the distance to the forward moving object M2 is, the delay is delayed. The time Td2 is set long. However, when the forward moving object M2 exists on the side of the own vehicle 1 or behind the own vehicle 1, there is a high possibility that the forward moving object M2 is out of the driver's view. Since it is unlikely that the presence of the forward moving object M2 causes anxiety to the driver, the delay time Td2 is calculated to be relatively shorter than when the forward moving object M2 is present in front of the own vehicle 1. Further, since the forward moving object M2 is most easily in the driver's view when it is located several meters in front of the own vehicle 1, the longest delay time Td2 is calculated when the forward moving object M2 is present at the position. Will be done. Further, since the forward moving object M2 existing in front of the own vehicle 1 has a longer time to enter the driver's field of view than the reverse moving object M1 existing at the same position, the delay time Td1 is longer than the delay time Td1 in a predetermined section. A long time is calculated.

When the process proceeds from step S304 or step S305 to step S306, the ACC_ECU 11 selects and selects the longest delay time from the delay times Td0, Td1, and Td2 appropriately calculated in step S301, step S303, and step S305. After setting the delayed delay time as the final delay time Td, exit the subroutine.

In the main routine of FIG. 4, when proceeding from step S205 to step S206, the ACC_ECU 11 sets the acceleration time Ta when the follow-up start is performed.

Here, if the acceleration for starting the own vehicle 1 is performed in a short time after the preceding vehicle P has started, the driver may be anxious depending on the traveling environment. The acceleration time Ta is set to eliminate such anxiety and accelerate the own vehicle 1 in an appropriate acceleration state.

The setting of the acceleration time Ta is executed according to, for example, the acceleration time setting subroutine shown in FIG. 6, and when the subroutine starts, the ACC_ECU 11 first reads the table stored in the ROM in advance in step S401. , The acceleration time Ta0 based on the preceding vehicle P is calculated.

For example, as shown in FIG. 16, the acceleration time calculation table based on the preceding vehicle P is set to variably calculate the acceleration time Ta0 according to the vehicle speed of the preceding vehicle P, and the higher the vehicle speed of the preceding vehicle P, the higher the vehicle speed. A short acceleration time Ta0 is calculated. That is, the higher the vehicle speed of the preceding vehicle P, the quicker the inter-vehicle distance is secured, and the less likely it is that the driver will be anxious even if the vehicle accelerates relatively steeply. Therefore, the acceleration time Ta0 is calculated to be short.

When the process proceeds from step S401 to step S402, the ACC_ECU 11 checks whether or not there is a reverse moving object M1 that moves in the opposite direction to the own vehicle 1 in the monitoring area A.

Then, when it is determined in step S402 that the reverse moving object M1 does not exist, the ACC_ECU 11 proceeds to step S404.

On the other hand, if it is determined in step S402 that the reverse moving object M1 exists, the ACC_ECU 11 proceeds to step S403, reads out the table stored in the ROM in advance, and calculates the acceleration time Ta1 based on the reverse moving object M1. ..

For example, as shown in FIG. 17, the acceleration time calculation table based on the reverse moving object has a longer acceleration time Ta1 when the reverse moving object M1 is present in front of the own vehicle 1 than when it is present in the rear. It is set to calculate. That is, when the reverse moving object M1 is present in front of the own vehicle 1, the driver tends to keep careful acceleration, and based on such a driver's tendency, the reverse moving object M1 is behind the own vehicle 1. The acceleration time Ta1 is calculated to be longer when it exists in front of it than when it exists.

Here, for example, as shown in FIG. 18, the ACC_ECU 11 stores a table for correcting the acceleration time Ta1 according to the distance in the vehicle width direction of the reverse moving object M1 with respect to the own vehicle 1. Can also correct the acceleration time Ta1 based on the gain G (Ta1) calculated based on this table. That is, when the own vehicle 1 passes by the reverse moving object M1, if the reverse moving object M1 is predetermined away from the own vehicle 1, the driver is anxious even in a relatively steep acceleration state. Is unlikely to be given. Therefore, when the distance in the vehicle width direction from the own vehicle 1 to the reverse moving object M1 is secured at a predetermined value or more, the gain G (Ta1) for reducing the acceleration time Ta1 is set to a value of "1" or less. The acceleration time Ta1 is corrected to the decreasing side based on the gain G (Ta1).

When the process proceeds from step S402 or step S403 to step S404, the ACC_ECU 11 checks whether or not the forward moving object M2 that moves in the same direction (forward direction) as the own vehicle 1 exists in the monitoring area A.

Then, if it is determined in step S404 that the forward moving object M2 does not exist, the ACC_ECU 11 proceeds to step S406.

On the other hand, if it is determined in step S404 that the forward moving object M2 exists, the ACC_ECU 11 proceeds to step S405, reads out the table stored in the ROM in advance, and calculates the acceleration time Ta2 based on the forward moving object M2. ..

For example, as shown in FIG. 18, in the acceleration time calculation table based on the forward moving object M2, the acceleration time Ta2 when the forward moving object M2 is present in front of the own vehicle 1 is longer than when it is present in the rear of the own vehicle 1. Is set to calculate. That is, when the forward moving object M2 is present in front of the own vehicle 1, the driver tends to keep careful acceleration, and based on such a driver's tendency, the forward moving object M2 is behind the own vehicle 1. The acceleration time Ta2 is calculated to be longer when it exists in front of it than when it exists. However, in the scene where the own vehicle 1 travels toward the forward moving object M2 (or the scene where the own vehicle 1 passes by the forward moving object M2), the own vehicle 1 travels toward the reverse moving object M1. The acceleration time Ta2 is larger than the acceleration time Ta1 because the relative speed is smaller than that of the scene (or the scene where the own vehicle 1 passes by the reverse moving object M1) and the possibility of causing anxiety to the driver is low. It is set relatively short. Even in this acceleration time Ta2, as described above, it is also possible to calculate a gain according to the distance in the vehicle width direction from the own vehicle 1 to the forward moving object and make a correction based on the gain.

When proceeding from step S404 or step S405 to step S406, the ACC_ECU 11 selects and selects the longest acceleration time from the acceleration times Ta0, Ta1, and Ta2 appropriately calculated in step S401, step S403, and step S405. After setting the accelerated acceleration time as the final acceleration time Ta, exit the subroutine.

In the main routine of FIG. 4, when proceeding from step S206 to step S207, the ACC_ECU 11 sets the acceleration suppression time Tc when the follow-up start is performed.

Here, if the vehicle returns to the follow-up running control immediately after accelerating to start the own vehicle 1 and further acceleration is performed to follow the preceding vehicle P, the driver may be anxious depending on the driving environment. There is. The acceleration suppression time Tc is for eliminating such anxiety and returning the own vehicle 1 to the follow-up running control at an appropriate timing.

The setting of the acceleration suppression time Tc is executed according to, for example, the acceleration suppression time setting subroutine shown in FIG. 7. When the subroutine is started, the ACC_ECU 11 first sets the table stored in the ROM in advance in step S501. Is read out, and the acceleration suppression time Tc0 based on the preceding vehicle is calculated.

For example, as shown in FIG. 20, the acceleration suppression time calculation table based on the preceding vehicle of the present embodiment is set to variably calculate the acceleration suppression time Tc0 according to the vehicle speed of the preceding vehicle P, and the preceding vehicle P is set. The higher the vehicle speed, the shorter the acceleration suppression time Tc0 is calculated. That is, the higher the vehicle speed of the preceding vehicle P, the quicker the inter-vehicle distance is secured, and the less likely it is that the driver will be anxious even if the vehicle returns to the follow-up driving control in a relatively short time. Therefore, the acceleration suppression time Tc0 is set. Calculate short.

When the process proceeds from step S501 to step S502, the ACC_ECU 11 checks whether or not there is a reverse moving object M1 that moves in the opposite direction to the own vehicle 1 in the monitoring area A.

Then, if it is determined in step S502 that the reverse moving object M1 does not exist, the ACC_ECU 11 proceeds to step S504.

On the other hand, if it is determined in step S502 that the reverse moving object M1 exists, the ACC_ECU 11 proceeds to step S503, reads out the table stored in the ROM in advance, and calculates the acceleration suppression time Tc1 based on the reverse moving object M1. do.

For example, as shown in FIG. 21, the acceleration suppression time calculation table based on the reverse direction has a longer acceleration suppression time Tc1 when the reverse moving object M1 is present in front of the own vehicle 1 than when it is present in the rear. It is set to calculate. That is, when the reverse moving object M1 is present in front of the own vehicle 1, the driver tends to carefully shift to the follow-up running after observing the movement of the reverse moving object M1, and based on such a driver's tendency. The acceleration suppression time Tc1 is calculated to be longer when the reverse moving object M1 is present in front of the own vehicle 1 than when it is behind the own vehicle 1.

Here, for example, as shown in FIG. 22, a table for correcting the acceleration suppression time Tc1 according to the speed of the moving object in the reverse direction is stored in the ACC_ECU 11, and the ACC_ECU 11 is calculated based on this table. It is also possible to correct the acceleration suppression time Tc1 based on the obtained gain G (Tc1). That is, it is assumed that the lower the speed of the reverse moving object M1, the higher the possibility that the reverse moving object M1 will stay in the driver's field of view. Therefore, when the speed of the moving object M1 in the reverse direction is low, the gain G (Tc1) for increasing the acceleration suppression time Tc1 is calculated to be a value of "1" or more, and is based on the gain G (Tc1). The acceleration suppression time Tc1 is corrected to the increasing side.

When the process proceeds from step S502 or step S503 to step S504, the ACC_ECU 11 checks whether or not there is a forward moving object M2 that moves in the same direction (forward direction) as the own vehicle 1 in the monitoring area A.

Then, if it is determined in step S504 that the forward moving object M2 does not exist, the ACC_ECU 11 proceeds to step S506.

On the other hand, if it is determined in step S504 that the forward moving object M2 exists, the ACC_ECU 11 proceeds to step S505, reads out the table stored in the ROM in advance, and calculates the acceleration suppression time Tc2 based on the forward moving object M2. do.

For example, as shown in FIG. 23, in the acceleration suppression time calculation table based on the forward moving object, the acceleration suppression time is longer when the forward moving object M2 is present in front of the own vehicle 1 than when it is present in the rear. It is set to calculate Tc2. That is, when the forward moving object M2 is present in front of the own vehicle 1, the driver tends to carefully shift to the follow-up running after observing the movement of the forward moving object M2, and based on such a tendency of the driver. The acceleration suppression time Tc2 is calculated to be longer when the forward moving object M2 is present in front of the own vehicle 1 than when it is behind the own vehicle 1. However, in the scene where the own vehicle 1 travels toward the forward moving object M2 (or the scene where the own vehicle 1 passes by the forward moving object M2), the own vehicle 1 travels toward the reverse moving object M1. The acceleration suppression time Tc2 is the acceleration suppression time Tc1 because the relative speed is smaller than that of the scene (or the scene where the own vehicle 1 passes by the reverse moving object M1) and the possibility of causing anxiety to the driver is low. Is set relatively shorter than.

Here, for example, as shown in FIG. 24, the ACC_ECU 11 stores a table for correcting the acceleration suppression time Tc1 according to the speed of the forward moving object M2, and the ACC_ECU 11 is based on this table. It is also possible to correct the acceleration suppression time Tc2 based on the calculated gain G (Tc2). That is, it is assumed that the higher the speed of the forward moving object M2, the higher the possibility that the forward moving object M2 will stay in the driver's field of view. Therefore, when the speed of the forward moving object M2 is high, the gain G (Tc2) for increasing the acceleration suppression time is calculated to be a value of "1" or more, and is based on the gain G (Tc2). The acceleration suppression time Tc2 is corrected to the increase side.

When proceeding from step S504 or step S505 to step S506, the ACC_ECU 11 selects the longest acceleration suppression time from the acceleration suppression times Tc0, Tc1, and Tc2 appropriately calculated in step S501, step S503, and step S505. , After setting the selected acceleration suppression time as the final acceleration suppression time Tc, exit the subroutine.

In the main routine of FIG. 4, when proceeding from step S207 to step S208, the ACC_ECU 11 is based on the delay time Td set in step S205, the acceleration time Ta set in step S206, and the acceleration suppression time Tc set in step S207. After performing control at the time of starting, exit the routine.

This start-time control is executed according to, for example, the start-time control subroutine shown in FIG. 8, and when the subroutine starts, the ACC_ECU 11 first emits a start sound through the display device 21 in step S601.

In the following step S602, the ACC_ECU 11 restarts the engine by the ISS to prepare for starting.

In the following step S603, the ACC_ECU 11 examines whether or not the elapsed time since the preceding vehicle P has started is equal to or greater than the delay time Td set in step S205 (whether or not the delay time Td has elapsed).

Then, when it is determined in step S603 that the delay time Td has not elapsed, the ACC_ECU 11 stands by as it is.

On the other hand, if it is determined in step S603 that the delay time Td has elapsed, the ACC_ECU 11 proceeds to step S604 and determines the rate of change of the acceleration a when starting the own vehicle 1 based on the acceleration time Ta set in step S206. calculate.

That is, in step S603, the ACC_ECU 11 applies the acceleration time Ta after the delay time Td has elapsed to calculate the acceleration change rate for changing the acceleration a of the own vehicle 1 to the preset target acceleration At.

Then, when the process proceeds to step S605, the ACC_ECU 11 performs acceleration control of the own vehicle 1 based on the acceleration change rate calculated in step S604.

In the following step S606, the ACC_ECU 11 checks whether or not the acceleration a of the own vehicle 1 is equal to or higher than the target acceleration At.

Then, when it is determined in step S605 that the acceleration a of the own vehicle 1 is still less than the target acceleration At, the ACC_ECU 11 returns to step S605 in order to continue the acceleration control.

On the other hand, if it is determined in step S606 that the acceleration a of the own vehicle 1 is equal to or higher than the target acceleration At, the ACC_ECU 11 proceeds to step S607, entrusts the acceleration of the own vehicle 1 to the creep acceleration, and suppresses the aggressive acceleration. Acceleration suppression control is performed.

In the following step S608, the ACC_ECU 11 determines whether or not the elapsed time from the start of the acceleration suppression control is equal to or greater than the acceleration suppression time Tc set in step S207 (that is, whether or not the acceleration suppression time Tc has elapsed). investigate.

Then, if it is determined in step S608 that the acceleration suppression time Tc has not yet elapsed, the ACC_ECU 11 returns to step S607 in order to continue the acceleration suppression control.

On the other hand, if it is determined in step S608 that the acceleration suppression time Tc has elapsed, the ACC_ECU 11 proceeds to step S608, shifts (returns) the control of the own vehicle 1 to the follow-up running control, and then exits the subroutine.

According to such an embodiment, the stopped state of the own vehicle 1 is maintained until the delay time Td elapses after the start of the preceding vehicle P is detected, and the own vehicle is multiplied by the acceleration time Ta after the elapse of the delay time Td. After accelerating 1 to the target acceleration At, the monitoring area including the own vehicle travel lane is performed when the start control is performed to return the own vehicle 1 to the follow-up travel control after waiting for the elapsed acceleration suppression time Tc after the acceleration time Ta elapses. By setting the delay time Td variably according to the state of the obstacle moving in A, it is possible to start the own vehicle 1 following the preceding vehicle P by an appropriate behavior that does not give anxiety to the driver. can.

In this case, by setting the acceleration time Ta variably according to the state of the obstacle moving in the monitoring area A, the vehicle follows the preceding vehicle P by an appropriate behavior that does not give anxiety to the driver. The vehicle 1 can be started.

Further, by setting the acceleration suppression time Tc variably according to the state of the obstacle moving in the monitoring area A, the own vehicle follows the preceding vehicle P with appropriate behavior that does not give more anxiety to the driver. 1 can be started.

Here, for example, as shown in FIG. 25, it is possible to automatically start the own vehicle 1 by an appropriate behavior according to the state of an obstacle or the like. For example, the acceleration characteristic (1) shown in FIG. 25 exemplifies a normal acceleration characteristic in which no obstacle or the like exists in front of the own vehicle 1, and the acceleration characteristic (2) is an acceleration characteristic (2) of a parallel running vehicle or the like in the own vehicle traveling lane. It exemplifies the acceleration characteristics when there is a forcible interruption. Further, the acceleration characteristic (3) exemplifies the acceleration characteristic when a reverse moving object exists in the monitoring area A, and the acceleration characteristic (4) is an acceleration characteristic when a forward moving object exists in the monitoring area A. Is illustrated.

The present invention is not limited to the embodiments described above, and various modifications and changes can be made, which are also within the technical scope of the present invention.

1 ... Own vehicle 2 ... Travel control device 3 ... Front camera 3a ... Main camera 3b ... Sub camera 4 ... Side radar 11 ... ACC control unit (ACC_ECU)
16 ... Vehicle speed sensor 17 ... Front and rear G sensor 18 ... Accelerator opening sensor 19 ... Brake sensor 21 ... Display device 22 ... Engine control device 23 ... Brake control device 25 ... Electronically controlled throttle 25a ... Throttle actuator 26 ... Main brake actuator 26a ... Main Brake 27 ... Auxiliary brake actuator 27a ... Auxiliary brake

Claims (19)

Driving environment acquisition means to acquire driving environment information around the own vehicle,
A preceding vehicle detecting means for detecting a preceding vehicle traveling in front of the own vehicle traveling lane based on the driving environment information, and a preceding vehicle detecting means.
When the preceding vehicle traveling in front of the own vehicle is detected, the following traveling control means for controlling the following traveling of the own vehicle with respect to the preceding vehicle, and
When the own vehicle under the follow-up running control stops following the stop of the preceding vehicle and then detects the start of the preceding vehicle, the own vehicle is started following and returns to the following running control. In a vehicle travel control device equipped with a control means
An obstacle detecting means for detecting an obstacle moving in a monitoring area including a vehicle traveling lane based on the driving environment information is provided.
The follow-up start control means
A delay control means for holding the stopped state of the own vehicle from the detection of the start of the preceding vehicle to the elapse of a predetermined delay time, and the delay control means.
Acceleration control means for accelerating the own vehicle to the target acceleration over a predetermined acceleration time after the lapse of the delay time, and
It is provided with an acceleration suppressing means for suppressing the acceleration of the own vehicle and prohibiting the return to the following traveling control until a predetermined acceleration suppressing time elapses after the lapse of the acceleration time.
The delay control means is a vehicle travel control device, characterized in that a different delay time is set according to a distance to an obstacle moving in the monitoring area. The delay control means moves in the monitoring area in the direction opposite to the traveling direction of the own vehicle when the obstacle exists, and moves in the monitoring area in the forward direction with the traveling direction of the own vehicle. The vehicle travel control device according to claim 1, wherein a delay time different from that in the presence of the obstacle is set. The vehicle travel control device according to claim 1 or 2, wherein the delay control means sets different delay times according to the vehicle speed of the preceding vehicle. One of claims 1 to 3, wherein the acceleration control means sets different acceleration times according to the distance from the own vehicle to the obstacle moving in the monitoring area. The vehicle travel control device according to the above. The acceleration control means moves in the monitoring area in the direction opposite to the traveling direction of the own vehicle when the obstacle exists, and moves in the monitoring area in the forward direction with the traveling direction of the own vehicle. The vehicle travel control device according to claim 4, wherein the acceleration time differs between the case where the obstacle is present and the case where the obstacle is present. The vehicle travel control device according to claim 4, wherein the acceleration control means sets different acceleration times according to the vehicle speed of the preceding vehicle. Any one of claims 1 to 6, wherein the acceleration suppression means sets different acceleration suppression times according to the distance from the own vehicle to the obstacle moving in the monitoring area. The vehicle travel control device according to the section. The acceleration suppressing means moves in the monitoring area in the direction opposite to the traveling direction of the own vehicle when there is an obstacle, and moves in the monitoring area in the forward direction with the traveling direction of the own vehicle. The vehicle travel control device according to claim 7, wherein the acceleration suppression time is set differently from that in the presence of the obstacle. The vehicle travel control device according to claim 7, wherein the acceleration suppression means sets different acceleration suppression times according to the vehicle speed of the preceding vehicle. Driving environment acquisition means to acquire driving environment information around the own vehicle,
A preceding vehicle detecting means for detecting a preceding vehicle traveling in front of the own vehicle traveling lane based on the driving environment information, and a preceding vehicle detecting means.
When the preceding vehicle traveling in front of the own vehicle is detected, the following traveling control means for controlling the following traveling of the own vehicle with respect to the preceding vehicle, and
When the own vehicle under the follow-up running control stops following the stop of the preceding vehicle and then detects the start of the preceding vehicle, the own vehicle is started following and returns to the following running control. In a vehicle travel control device equipped with a control means
An obstacle detecting means for detecting an obstacle moving in a monitoring area including a vehicle traveling lane based on the driving environment information is provided.
The follow-up start control means
A delay control means for holding the stopped state of the own vehicle from the detection of the start of the preceding vehicle to the elapse of a predetermined delay time, and the delay control means.
Acceleration control means for accelerating the own vehicle to the target acceleration over a predetermined acceleration time after the lapse of the delay time, and
It is provided with an acceleration suppressing means for suppressing the acceleration of the own vehicle and prohibiting the return to the following traveling control until a predetermined acceleration suppressing time elapses after the lapse of the acceleration time.
The acceleration control means is a travel control device for a vehicle, characterized in that different acceleration times are set according to a distance from the own vehicle to the obstacle moving in the monitoring area. The acceleration control means moves in the monitoring area in the direction opposite to the traveling direction of the own vehicle when the obstacle exists, and moves in the monitoring area in the forward direction with the traveling direction of the own vehicle. The vehicle travel control device according to claim 10, further comprising setting the acceleration time different from that in the presence of the obstacle. The vehicle travel control device according to claim 10, wherein the acceleration control means sets different acceleration times according to the vehicle speed of the preceding vehicle. One of claims 10 to 12, wherein the acceleration suppression means sets different acceleration suppression times according to the distance from the own vehicle to the obstacle moving in the monitoring area. The vehicle travel control device according to the section. The acceleration suppressing means moves in the monitoring area in the direction opposite to the traveling direction of the own vehicle when there is an obstacle, and moves in the monitoring area in the forward direction with the traveling direction of the own vehicle. The vehicle travel control device according to claim 13, wherein the acceleration suppression time is set differently from that in the presence of the obstacle. The vehicle travel control device according to claim 13, wherein the acceleration suppression means sets different acceleration suppression times according to the vehicle speed of the preceding vehicle. Driving environment acquisition means to acquire driving environment information around the own vehicle,
A preceding vehicle detecting means for detecting a preceding vehicle traveling in front of the own vehicle traveling lane based on the driving environment information, and a preceding vehicle detecting means.
When the preceding vehicle traveling in front of the own vehicle is detected, the following traveling control means for controlling the following traveling of the own vehicle with respect to the preceding vehicle, and
When the own vehicle under the follow-up running control stops following the stop of the preceding vehicle and then detects the start of the preceding vehicle, the own vehicle is started following and returns to the following running control. In a vehicle travel control device equipped with a control means
An obstacle detecting means for detecting an obstacle moving in a monitoring area including a vehicle traveling lane based on the driving environment information is provided.
The follow-up start control means
A delay control means for holding the stopped state of the own vehicle from the detection of the start of the preceding vehicle to the elapse of a predetermined delay time, and the delay control means.
Acceleration control means for accelerating the own vehicle to the target acceleration over a predetermined acceleration time after the lapse of the delay time, and
It is provided with an acceleration suppressing means for suppressing the acceleration of the own vehicle and prohibiting the return to the following traveling control until a predetermined acceleration suppressing time elapses after the lapse of the acceleration time.
The acceleration suppression means is a vehicle travel control device for setting a different acceleration suppression time according to a distance from the own vehicle to the obstacle moving in the monitoring area. The acceleration suppressing means moves in the monitoring area in the direction opposite to the traveling direction of the own vehicle when there is an obstacle, and moves in the monitoring area in the forward direction with the traveling direction of the own vehicle. The vehicle travel control device according to claim 16, further comprising setting the acceleration suppression time different from that in the presence of the obstacle. The vehicle travel control device according to claim 16 or 17, wherein the acceleration suppression means sets different acceleration suppression times according to the vehicle speed of the preceding vehicle. The monitoring area includes an area on the own vehicle traveling lane from the preceding vehicle to the rear of the own vehicle by a set distance, and further, when the road shoulder is adjacent to the own vehicle traveling lane, the road shoulder is covered. The vehicle travel control device according to any one of claims 1 to 18, further comprising.

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