WO2021235043A1

WO2021235043A1 - Vehicle control device

Info

Publication number: WO2021235043A1
Application number: PCT/JP2021/008602
Authority: WO
Inventors: 亮介清水
Original assignee: 株式会社日立製作所
Priority date: 2020-05-21
Filing date: 2021-03-05
Publication date: 2021-11-25
Also published as: JP7394018B2; JP2021183444A

Abstract

Provided is a vehicle control device which enables a vehicle to travel with a vehicle-to-vehicle distance that is less inappropriate. This device comprises a target vehicle-to-vehicle distance correction module (136b) for, when a vehicle being maneuvered is traveling so as to follow a leading vehicle in a lane along which a plurality of vehicles can travel in parallel, correcting a target vehicle-to-vehicle distance between said vehicle being maneuvered and said leading vehicle which is followed by same, according to a distance that is between said leading vehicle and a lane edge of said lane present in a lateral direction (i.e., the travelable width present in front of said vehicle being maneuvered) and that is based on information on said leading vehicle and said lane as identified with a stereo camera (ambient environment identifying device) (200). Moreover, said target vehicle-to-vehicle distance correction module (136b) corrects said target vehicle-to-vehicle distance so as to be shorter the longer the distance between said leading vehicle and said lane edge (i.e., the travelable width present in front of said vehicle being maneuvered) is (namely, increases the degree of correction for correcting said target vehicle-to-vehicle distance so as to be shorter).

Description

Vehicle control device

The present invention relates to a vehicle control device, and relates to a vehicle control device for following a vehicle while maintaining a safe inter-vehicle distance and relative speed with a preceding vehicle.

In order to reduce the burden on the driver in the driving operation of the vehicle, the front of the own vehicle (hereinafter, also referred to as the own vehicle) is monitored by using a radar or a camera, and the preceding vehicle in front of the own vehicle (hereinafter, also referred to as the preceding vehicle) is monitored. ) And the vehicle distance and relative speed are measured, and the vehicle automatically follows the preceding vehicle without the driver operating the accelerator or brake (such technology is also called Adaptive Cruise Control: ACC). Is known (see, for example, Patent Document 1 below).

Further, although the control device described in Patent Document 1 is intended for a four-wheeled vehicle, the function of keeping the distance and relative speed between the vehicle and the preceding vehicle safe is compared with that of a two-wheeled saddle-riding vehicle. It is conceivable that it is applied to a small vehicle and automatically follows the preceding vehicle without the driver (rider) operating the throttle or brake. However, unlike a four-wheeled vehicle, a vehicle with a short width that allows multiple vehicles to run side by side on the same driving lane (within one driving zone), such as a saddle-riding vehicle, has a large number of friends gathering together. There is an operation such as running (mass touring), and in that case, in order to shorten the length of the vehicle group, it runs on the same running lane in two rows of alternating left and right (staggered running). In such an operation, when the technology for automatically following the preceding vehicle in front of the own vehicle is combined, the distance between the vehicle and the preceding vehicle tends to be too long during group driving. Therefore, when the above-mentioned vehicle control device is applied to a relatively small vehicle such as a saddle-riding vehicle, the lateral inter-vehicle distance from the own vehicle (that is, following the own vehicle) with respect to the vehicle to be followed. It is possible to drive by shortening the inter-vehicle distance during follow-up according to the lateral distance from the target vehicle in front), and to keep the length of the vehicle group (convoy) short during group driving. The technique is known (see, for example, Patent Document 2 below).

Japanese Unexamined Patent Publication No. 2009-149254 Japanese Unexamined Patent Publication No. 2016-34819

However, in the above-mentioned conventional technology, the distance between the vehicles in front during the following vehicle is reset according to the distance between the side vehicles and the vehicle to be followed by the own vehicle, and the preceding vehicle is either left or right in the traveling zone. Regardless of whether the width of the travelable area in front of the own vehicle is narrowed by driving close to the vehicle, if the distance between the side vehicles and the vehicle to be followed is large, the distance between the vehicles in front is shortened. It ends up. Therefore, if the width of the travelable area in front of the own vehicle is narrow according to the position of the preceding vehicle in the traveling zone, the rider who controls the own vehicle cannot continue to follow the vehicle while ensuring a safe space in front of the vehicle, which is uncomfortable. There is a problem that occurs.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle control device capable of traveling at an inter-vehicle distance with less discomfort.

In order to solve the above problem, the vehicle control device according to the present invention controls the acceleration of the own vehicle based on the target inter-vehicle distance set between the vehicle and the preceding vehicle in front of the own vehicle by using the outside world recognition device. Based on the information of the preceding vehicle and the traveling zone recognized by using the outside world recognition device when the own vehicle follows the preceding vehicle and travels in the traveling zone in which a plurality of the own vehicles can travel in parallel in the vehicle control device. It is characterized by having a target vehicle-to-vehicle distance correction unit that corrects the target vehicle-to-vehicle distance when following the preceding vehicle according to the distance between the preceding vehicle and the lateral traveling zone road end of the traveling zone. ..

According to the vehicle control device of the present invention, when the driving force of the own vehicle is automatically controlled to control the acceleration while keeping the inter-vehicle distance and the relative speed with the preceding vehicle safe, the own vehicle and the following in the traveling zone are performed. Depending on the traveling position of the target preceding vehicle, it is possible to travel at a distance between vehicles with less discomfort.

Issues, configurations and effects other than those described above will be clarified by the explanation of the following embodiments.

System configuration block diagram of vehicle equipped with ACC. Device configuration block diagram of a stereo camera. Explanatory drawing of the formula by stereo view of a stereo camera. Functional block diagram of stereo camera and vehicle control device. Flowchart of acceleration control processing of ACC. Flow chart of the process to calculate the target acceleration for the preceding vehicle. Flow chart of the process to correct the target inter-vehicle distance. Flow chart of the process to calculate the acceleration request to the engine. Flow chart of the process to calculate the acceleration request to the brake. A bird's-eye view explaining the symbols when following the vehicle ahead on the right. A bird's-eye view explaining the symbols when following the vehicle ahead on the left. A bird's-eye view explaining the symbols when following the vehicle in front. A graph showing the relationship between the target inter-vehicle distance and the width that can be traveled in front of the vehicle. A bird's-eye view explaining the symbols for the preceding vehicle on the vehicle lane. A bird's-eye view that explains the symbols for the preceding vehicle that is not on the vehicle driving zone. A bird's-eye view that explains the situation in which the own vehicle follows the preceding vehicle while changing lanes across the roadside. A bird's-eye view that explains the situation in which the own vehicle follows the preceding vehicle while traveling in a traveling zone with a large curvature. A bird's-eye view illustrating a situation in which the preceding vehicle and the own vehicle overtake or overtake a vehicle outside the vehicle group (group) with respect to the second modification. A bird's-eye view illustrating a situation in which an interrupting vehicle exists when following a preceding vehicle with respect to the modified example 3. FIG. 3 is a functional block diagram of a stereo camera having a number linkage function and a vehicle control device according to the third modification. The flowchart of the process which corrects the target inter-vehicle distance in consideration of the number of the following vehicle which concerns on modification 3.

Hereinafter, the vehicle control device according to the embodiment of the present invention will be described with reference to the drawings.

The vehicle control device 100 is mounted on the vehicle 1 (hereinafter, may be referred to as the own vehicle or the own vehicle), and the vehicle 1 is constructed according to the block diagram as shown in FIG. In the present embodiment, the vehicle 1 is a relatively small vehicle such as a two-wheeled saddle-riding vehicle, and a plurality of vehicles can travel in parallel (staggered traveling) in one traveling zone. In addition, the vehicle 1 is equipped with ACC (Adaptive Cruise Control), and in the following, group driving (mass touring) is performed in which the vehicle 1 follows the preceding vehicle in a traveling zone in which a plurality of vehicles can travel in parallel. The acceleration control of the vehicle 1 will be described.

The vehicle control device 100 is connected to a stereo camera 200 which is an outside world recognition device, and the distance between the preceding vehicle and the roadside of the traveling zone with respect to the own vehicle measured by the stereo camera 200 is transmitted to the vehicle control device 100 by communication. .. Further, the vehicle control device 100 is connected to the wheel speed sensor 300 attached to the wheel, the rotation speed of the tire 900 is measured by the wheel speed sensor 300, and the speed of the own vehicle converted from the measured rotation speed is controlled by the vehicle. Sent to device 100. In addition, the vehicle control device 100 is connected to the ACC control switch 700, and the rider's switch operation information is transmitted to the vehicle control device 100 to determine the rider's ACC control start, ACC control release, and set speed during ACC driving. do. With this configuration, the vehicle control device 100 calculates the control amount by obtaining the inter-vehicle distance, the own vehicle speed, and the set speed during ACC traveling.

Further, the vehicle control device 100 calculates the control amount of the brake 410 and the control amount of the engine 510 based on the calculated control amount, and determines the notification method to the rider.

The calculated control amount of the brake 410 is transmitted by communication to the brake control unit 400 connected to the vehicle control device 100, and the brake control unit 400 operates the brake 410, which is an actuator, and uses the frictional force against the tire 900. Controls the deceleration (negative acceleration) of vehicle 1.

Further, the control amount of the engine 510 is transmitted by communication to the engine control unit 500 connected to the vehicle control device 100, and the engine control unit 500 operates the engine 510. The acceleration force generated by the engine 510 is boosted through the torque converter 520, transmission 530, and final gear 540, and transmitted to the tire 900 via the chain and rear sprocket to control the acceleration of vehicle 1.

Further, the notification method to the rider determined by the vehicle control device 100 is transmitted by communication to the meter control unit 600 connected to the vehicle control device 100, so that the meter control unit 600 gives an auditory warning using the buzzer 620. Also, visual control status notification using the display device 610 is performed.

And, the above-mentioned connection is made by using, for example, CAN (Car Area Network).

Next, the details of the functions of the stereo camera 200 described in FIG. 1 will be described with reference to FIGS. 2 and 3.

Figure 2 shows the device configuration of the stereo camera 200. The stereo camera 200 has a CCD camera (right) 210 and a CCD camera (left) 220 as image pickup units, and an image processing unit 230 obtains images (data) obtained by the CCD camera (right) 210 and the CCD camera (left) 220. Input to to measure the distance to the detection target reflected in the image. The distance to the detection target is transmitted to the vehicle control device 100 through the CAN bus of the vehicle through the communication processing unit 250. The distance to the detection target is measured by processing the images obtained from the left and right CCD cameras by the image processing unit 230, and the principle will be described with reference to FIG.

FIG. 3 is a diagram showing the positional relationship between the CCD camera (right) 210, the CCD camera (left) 220, and the detection target A. The CCD camera (right) 210 and the CCD camera (left) 220 are attached to the vehicle so that the imaging surface faces the forward direction of the vehicle and is horizontal to the ground. Then, the direction toward the side surface of the vehicle, that is, the left-right direction or the vehicle width direction of the vehicle is set as the X-axis (X-axis direction), and is orthogonal to the X-axis, and the direction in which the detection target A is located, that is, the forward direction of the vehicle. Defined as Y-axis (Y-axis direction). The detection target A is l away from the camera installation position in the Y-axis direction. Also, let f be the focal lengths of the CCD camera (right) 210 and the CCD camera (left) 220. The shooting surface of the CCD camera (right) 210 is Sr, the focal position is Or, and the intersection of the straight lines A-Or and Sr is Pr. Similarly, the shooting surface of the CCD camera (left) 220 is Sl, the focal position is Ol, and the intersection of the straight lines A-Ol and Sl is Pl.

Also, the CCD camera (right) 210 and the CCD camera (left) 220 are placed at positions separated by the baseline length B in the X-axis direction. Then, the intersection of the straight lines A'-Ol and Sl, in which the position of the straight line A-Or is translated by the distance of the baseline length B, is defined as Pr', and the distance between Pl and Pr'in the X-axis direction is defined as the parallax p. .. This parallax p corresponds to the amount of deviation of the image formation position of the detection target A in each image taken in stereoscopic view by the CCD camera (right) 210 and the CCD camera (left) 220.

And, as shown in FIG. 3, the triangle A-Ol-Or and the triangle Ol-Pl-Pr'are similar figures. Therefore, the distance l to the detection target A can be calculated by the following formula.

Therefore, by clarifying the baseline length B, the focal length f, and the parallax p, the distance l to the detection target A can be calculated using the stereo camera 200.

And, the baseline length B can be clarified by fixing the installation positions of the CCD camera (right) 210 and the CCD camera (left) 220 in configuring the hardware. Similarly, the focal length f can be clarified by fixing the curvature of the lens in configuring the hardware. Therefore, the detection target A was taken out from the images captured by the CCD camera (right) 210 and the CCD camera (left) 220, and stereoscopically viewed by the CCD camera (right) 210 and the CCD camera (left) 220 was obtained. The distance l is obtained by calculating the parallax p.

Further, from the imaging position and the distance l, it is possible to obtain how far the detection target A is from the own vehicle in the X-axis direction by using a trigonometric function.

At this time, if the area around the own vehicle is imaged with the CCD camera (right) 210 and the CCD camera (left) 220 and the detection target A is applied as the vehicle in front of the own vehicle, the vehicle in front of the own vehicle and the own vehicle are in the front-rear direction. It is possible to measure how much distance (inter-vehicle distance) there is in the lateral direction. In addition, if the detection target A is a lane marking line such as the outside line of the roadway or the center line of the roadway, the distance between the lane marking line in the front-rear direction and the lateral direction is measured and the vehicle travels. It is also possible to detect the left and right roadside positions (traveling zone roadside positions) of the zone (traveling zone on which the own vehicle is traveling). Furthermore, as targets for detecting the own vehicle's driving zone, not only the lane markings including the outside line and the center line of the road, but also the steps separating the road and the sidewalk, the change in the color of the road, the ruts, guardrails, poles, and walls. , Bot's Dots, Chatter Bar, Parked vehicles on the side of the road, road construction indications, etc. are identified by image processing, and the left and right own vehicle driving zone roadside positions based on any or all of the identification information Can be detected (acquired). The own vehicle traveling zone detected at this time refers to the lane in which the own vehicle travels, and does not include the adjacent lane or the oncoming lane. Therefore, the own vehicle traveling zone is specified from the objects existing in the vicinity for determining the own lane, and the object existing outside the own lane is not used for determining the traveling zone. For example, when viewed from the own lane, the roadside of the own vehicle is not detected by using an object such as a lane marking or a wall existing on the opposite side of the oncoming lane.

In this way, from the images taken by the stereo camera 200 including the CCD camera (right) 210 and the CCD camera (left) 220, the left and right vehicle lane roadside positions and the preceding vehicle traveling in front of the vehicle can be simultaneously determined. Can be recognized. Therefore, unlike the case where the monocular camera recognizes the position of the roadside of the own vehicle and the millimeter wave radar is used to recognize the position of the preceding vehicle, the simultaneous sensing can be ensured, and the sensing timing is corrected. It is possible to obtain a recognition result with a simple configuration and a small measurement error due to a deviation in sensing timing by omitting such processing.

Next, the functional blocks of the stereo camera 200 and the vehicle control device 100 shown in FIG. 1 will be described using the functional block diagram shown in FIG. The vehicle control device 100 is configured as a microcomputer (also referred to as a microcomputer) having a CPU, ROM, RAM, etc. inside, and the CPU executes various programs stored in the ROM, and the CPU is executed. The information generated by this is temporarily stored in the RAM.

[Functional block of stereo camera 200]
The stereo camera 200 (image processing unit 230) includes a stereoscopic object recognition unit 231 that recognizes the position and type of a three-dimensional object around the own vehicle by processing image data obtained by capturing an image of the surroundings of the own vehicle. Further, the stereo camera 200 (image processing unit 230) detects information for identifying the traveling zone such as a lane marking from the image data captured in the same manner, and detects the traveling zone in which the own vehicle travels. To prepare for.

[Functional block of vehicle control device 100]
Then, in the vehicle control device 100 connected to the stereo camera 200 by communication, the speed of the vehicle traveling in front of the own vehicle or the rider uses the ACC control switch 700 without the rider's throttle and brake operations. In order to be able to drive according to the set vehicle speed, the acceleration in the front-rear direction that should be generated in the own vehicle, that is, the target acceleration is determined, and the engine output and brake output for achieving the target acceleration are calculated. do. Therefore, the vehicle control device 100 is set by the rider as a target acceleration calculation unit 130 for the preceding vehicle, which calculates the target acceleration for traveling according to the speed of the vehicle (preceding vehicle) traveling in front of the own vehicle. It is equipped with a target acceleration calculation unit 140 for a set vehicle speed that calculates a target acceleration for traveling according to the vehicle speed.

Then, based on the target acceleration calculated by the target acceleration calculation unit 130 for the preceding vehicle and the target acceleration calculation unit 140 for the set vehicle speed, the target acceleration determination for finally determining the target acceleration of the own vehicle is determined. It is equipped with a part 150. Further, the engine acceleration request calculation unit 160 that calculates the acceleration request (control amount) for the engine 510 of the own vehicle and sends it to the engine control unit 500 using the target acceleration obtained by the target acceleration determination unit 150, and the target acceleration determination. It is equipped with a brake acceleration request calculation unit 170 that calculates an acceleration request (control amount) for the brake 410 of the own vehicle and transmits it to the brake control unit 400 using the target acceleration obtained by the unit 150.

In particular, in the target acceleration calculation unit 130 for the preceding vehicle included in the vehicle control device 100, the three-dimensional object recognition information obtained by the three-dimensional object recognition unit 231 provided in the stereo camera 200 and the travel zone detection information obtained by the travel zone detection unit 232 are obtained. Using this method, the tracking target preceding vehicle information generation unit 133 identifies a three-dimensional object to be followed by the own vehicle. For example, a vehicle that is in an adjacent lane and travels outside the own vehicle's driving zone, or an inappropriate target for following the own vehicle such as a pedestrian is excluded, and information on the preceding vehicle to be followed is generated for subsequent processing. .. That is, the follow-up target preceding vehicle information generation unit 133 also has a function as a follow-up target selection unit for selecting the follow-up target preceding vehicle of the own vehicle.

Next, the relative speed calculation unit 135 performs time differentiation using the front-rear distance between the following vehicle and the own vehicle included in the tracking target preceding vehicle information generated by the tracking target preceding vehicle information generation unit 133. Calculate the relative speed between the preceding vehicle to be followed and the own vehicle. Next, based on the relative speed obtained by the relative speed calculation unit 135 and the speed of the own vehicle obtained from the wheel speed sensor 300, the basic target inter-vehicle distance calculation unit 136a is used to target the own vehicle in the front-rear direction. Calculate the basic target inter-vehicle distance, which is the value before correction of the inter-vehicle distance (target inter-vehicle distance).

Next, the basic target inter-vehicle distance calculated by the basic target inter-vehicle distance calculation unit 136a is corrected by the target inter-vehicle distance correction unit 136b, and the target inter-vehicle distance is calculated. At this time, the target inter-vehicle distance correction unit 136b travels from the lateral position of the following vehicle ahead, the width of the back surface, and the own vehicle obtained from the traveling zone detection unit 232, which is acquired by the following vehicle information generation unit 133. In order to determine how much the lateral width that the vehicle can travel between the preceding vehicle to be followed and the road edge of the traveling zone by using the distance to the left and right road edges of the belt, the width that can be traveled in front of the vehicle is determined. It is equipped with a vehicle front travelable width calculation unit 136b6 to calculate, and corrects the basic target vehicle-to-vehicle distance using the vehicle front travelable width obtained by the calculation of the vehicle front travelable width calculation unit 136b6. Later).

Next, the target inter-vehicle distance calculated by the target inter-vehicle distance correction unit 136b, the relative speed between the preceding vehicle and the own vehicle obtained by the relative speed calculation unit 135, and the preceding vehicle and the own vehicle obtained by the following target vehicle information generation unit 133. From the distance of, the target acceleration appropriate for traveling following the target preceding vehicle is calculated for each preceding vehicle by the target acceleration calculation unit 137 for each preceding vehicle. Then, the target acceleration selection unit 138 selects from the target accelerations for each preceding vehicle calculated by the target acceleration calculation unit 137 for each preceding vehicle, which preceding vehicle the target acceleration is finally calculated for, and leads. Select the output of the target acceleration calculation unit 130 for the vehicle.

[ACC acceleration control of vehicle control device 100]
Next, the processing content of the acceleration control of the ACC performed by the vehicle control device 100 will be described with reference to the flowchart of FIG. As for the processing incorporated in the vehicle control device 100, the processing shown in the flowchart of FIG. 5 is performed at regular intervals. The vehicle control device 100 receives the above-mentioned inter-vehicle distance, set vehicle speed, and own vehicle speed, and repeatedly executes the process described in the flowchart of FIG. 5 to control the acceleration of the ACC.

In explaining the contents of this process, the symbols are defined as follows.
Let the speed of your vehicle be Vh.
Let Vp be the speed of the preceding vehicle.
The relative velocity is Vdiff, and the direction away from the positive value.
The set vehicle speed is Vtgt.
Let l be the distance to the preceding vehicle.
Let Th be the head time.
The Loffset is the distance from the preceding vehicle when the vehicle stops following the preceding vehicle.
Let l_tgt_base be the target inter-vehicle distance (basic target inter-vehicle distance) before correction.
Let l_tgt_offset be the amount of correction for the target inter-vehicle distance.
Let l_tgt be the target inter-vehicle distance.
Let TgtA be the target acceleration.
The target acceleration for the preceding vehicle is TgtA_Pv.
Let TgtA_Spd be the target acceleration for the set vehicle speed.
Acceleration request to engine AccelReq_Eg.
Acceleration request to the brake AccelReq_Brk.
Let EgBrkAccel be the acceleration generated by engine braking.
Let Tc be the execution cycle of the acceleration control process.
Let width_p be the width (vehicle width) of the back of the preceding vehicle.
The distance (side position) from the center of the own vehicle to the center of the preceding vehicle in the lateral direction is defined as side_pos.
The distance from the center of the own vehicle in the lateral direction to the end position of the preceding vehicle, whichever is closer, is defined as side_pos_edge.
Let the width (vehicle width) of the own vehicle be width_o.
The distance from the center of the vehicle in the lateral direction to the left end of the vehicle lane (driving lane) (roadside position in the left direction of the vehicle) is defined as left_road_edge.
The distance from the center of the vehicle in the lateral direction to the right end of the vehicle lane (driving lane) (roadside position in the right direction of the vehicle) is defined as right_road_edge.
Safe_width is the lateral distance (width in front of the vehicle) that indicates the area where the vehicle does not collide with the vehicle ahead even if the vehicle that exists between the vehicle ahead and the roadside of the vehicle enters.

Acceleration control of ACC by the vehicle control device 100 starts from process S101 and is executed from judgment S110.

Judgment In the ACC control permission judgment of S110, it is judged whether or not the ACC control is not possible due to one of the following states.
-A failure has occurred.
-Camera images cannot be obtained (bad weather or dirty lenses).
-ACC is disabled by operating the switch.
・ You are stepping on the brake pedal.
・ I am holding the brake lever.
・ It is a selected gear position other than the drive range.
・ A certain amount of time has passed after releasing the clutch.
・ You are traveling at a speed that you cannot control.
・ A certain amount of time has passed due to an inappropriate combination of gear positions with respect to the running speed.
・ The bank angle of your vehicle is above a certain level.

If any of the above conditions are met, it is inappropriate to control ACC and control is prohibited. If none of the above conditions are met, control is permitted. If it is determined that control is prohibited in the determination S110, the control is not performed by executing the process S165 and the process S175 to cancel the acceleration request AccelReq_Eg to the engine and the acceleration request AccelReq_Brk to the brake.

If it is determined that control is permitted in the determination S110, the process S130 to the process S170 are executed.

(Processing S130 by the target acceleration calculation unit 130 for the preceding vehicle)
Next, in the process S130, the target acceleration TgtA_Pv for the preceding vehicle is calculated. The process of calculating the target acceleration with respect to the preceding vehicle will be described using the flowchart of FIG.
First, starting from process S131, TgtA_Pv is initialized with an invalid value in process S132.

(Processing by the preceding vehicle information generation unit 133 to be followed S133, S134)
Next, the process proceeds to processing S133, and the information obtained from the stereo camera 200 is used to generate information on the preceding vehicle to be followed by the own vehicle. The preceding vehicle information to be followed by the own vehicle is obtained from the stereo camera 200 (three-dimensional object recognition unit 231) as information on the three-dimensional object existing in the front direction of the own vehicle in the lateral direction as seen from the own vehicle. The side position side_pos (see Fig. 10 etc.), which is the lateral position measured from the center position of the width to the center position of the vehicle width, and the distance l, which is the front-rear position from the rear end of the three-dimensional object to the tip of the vehicle (Fig. 10). (Refer to 10 etc.), Type of three-dimensional object such as four-wheeled vehicle, pedestrian, bicycle, motorcycle, and other three-dimensional objects acquired by pattern matching, width_p (on the back) seen from the own vehicle of the three-dimensional object (see Fig. 10 etc.) To get. At this time, the information of the three-dimensional object existing in front of the own vehicle is not limited to one, and usually, the information of a plurality of three-dimensional objects is acquired at the same time. In addition, the stereo camera 200 (traveling zone detection unit 232) acquires the traveling zone roadside position in the right direction of the vehicle and the traveling zone roadside position in the left direction together with the three-dimensional object. Then, with respect to the plurality of detected three-dimensional objects, it is determined from the information on the side position and the width whether or not the target exists on the own vehicle traveling zone. Specifically, the left end position in the lateral direction of the three-dimensional object and the right end position in the lateral direction of the three-dimensional object are calculated by adding the lateral position and half of the width in the left-right direction, respectively. Then, it is determined that the left end position in the lateral direction of the three-dimensional object is on the left side of the right end position of the own vehicle traveling zone, and the right end position in the lateral direction of the three-dimensional object is on the right side of the left end position of the own vehicle traveling zone. Judging that the three-dimensional object exists on the vehicle traveling zone, it is selected as the tracking target of the own vehicle.

According to the example of the bird's-eye view shown in FIG. 14, the side position side_pos of the three-dimensional object 10 (here, the four-wheeled vehicle) and the right end position right_side_pos_edge in the lateral direction of the three-dimensional object calculated from the width width_p are the left end positions of the own vehicle traveling zone left_road_edge. The three-dimensional object 10 exists on the own vehicle traveling zone because it exists on the right side of the vehicle and the left_side_pos_edge at the left end position in the lateral direction of the three-dimensional object exists on the left side of the right end position right_road_edge of the own vehicle traveling zone. Treat as. On the other hand, according to the example of the bird's-eye view shown in FIG. 15, the side position side_pos of the three-dimensional object 20 (here, the motorcycle) and the left end position in the lateral direction of the three-dimensional object calculated from the width width_p, the left_side_pos_edge, are the right end positions of the own vehicle traveling zone. Since it exists on the right side of right_road_edge, the three-dimensional object 20 is not treated as existing on the own vehicle running zone.

At this time, the lane markings become thinner due to deterioration over time, and the lane markings cannot be detected due to the effects of dirt, puddles, and snow, making it impossible to detect the left and right roadside positions of the vehicle's driving zone (in other words,). , It may not be possible to acquire external recognition information for determining the driving zone). At this time, the position of the left road end of the own vehicle traveling zone is 2 [m] to the left from the own vehicle (traveling path), and the position of the right road edge of the own vehicle traveling zone is from the own vehicle (traveling path). Calculate by replacing the area with a certain distance width from the own vehicle (travel path) to the left and right, such as the position of 2 [m] to the right, with the own vehicle running zone. The traveling path of the own vehicle can be estimated from the own vehicle speed, the bank angle, and the like. By treating the area having a width of a certain interval from the traveling path of the own vehicle to the left and right sides as the own vehicle traveling zone in this way, the position of the road end of the own vehicle traveling zone cannot be detected by the stereo camera 200 (in other words, in other words). Even when the outside world recognition information for determining the traveling zone cannot be acquired from the stereo camera 200), it is possible to determine whether the vehicle is a three-dimensional object traveling on the traveling zone of the own vehicle.

In addition, within a certain period of time after the own vehicle changes lanes, such as when the own vehicle changes lanes across the lane change for 3 [s], the own vehicle stays at the lane end position before the lane change. By treating it as an appropriate driving zone roadside position (see Fig. 16), even if the lane is temporarily changed when avoiding obstacles such as parked vehicles, the vehicle to be tracked will not be tracked. However, it is possible to control the appropriate inter-vehicle distance and acceleration.

Furthermore, regarding the detected target, if the type of the three-dimensional object is either a four-wheeled vehicle or a motorcycle, it is set as a tracking target of the own vehicle, and for pedestrians, bicycles, and other three-dimensional objects, the own vehicle is set. Do not set it as a tracking target of.

In this way, the stereoscopic camera 200 detects (selects) a plurality of three-dimensional objects to be followed by the own vehicle, generates the above-mentioned information on the preceding vehicle to be followed, and proceeds to the determination S134.

In the determination S134, it is determined whether or not there is a preceding vehicle to be followed that has not been processed, and it is determined whether or not the processing is terminated. When the process proceeds from the processing S133 to the determination S134, it is determined whether or not the following vehicle ahead is present using the following vehicle information generated by the process S133, and if the preceding vehicle to be followed does not exist, the vehicle is followed. Proceed to process S139 and end process S130. In this case, since TgtA_Pv initialized with the invalid value in the process S132 is not updated, the TgtA_Pv used in the process S130 or later has an invalid value, that is, the target acceleration for the preceding vehicle is not used and the follow-up control for the preceding vehicle is not performed. Means. On the other hand, if there is a preceding vehicle to be followed in the determination S134, the process proceeds to the process S135, and the target acceleration TgtA_Pv for the preceding vehicle is updated using the subsequent processes.

(Processing by relative velocity calculation unit 135 S135)
In the process S135, the relative speed Vdiff between the preceding vehicle and the own vehicle to be followed is calculated. In the information of the preceding vehicle to be followed, the distance l in the front-rear direction with respect to the three-dimensional object acquired by the stereo camera 200 and the distance l in the front-rear direction one cycle before, that is, before the control cycle Tc, which is sequentially stored in the RAM. Includes. The relative velocity Vdiff can be obtained by taking the difference and dividing by the control period Tc.

(Processing by the basic target inter-vehicle distance calculation unit 136a S136a)
Next, the basic target inter-vehicle distance l_tgt_base is calculated by the process S136a. The basic target inter-vehicle distance l_tgt_base is calculated by the following formula.

At this time, set a value of 1 to 3 [s] for Th and a value of 3 to 5 [m] for Loffset. In addition, Th and Loffset can be driven at an inter-vehicle distance that suits the rider's taste by providing a function that changes according to the rider's taste and the operating condition of the steering switch. The preceding vehicle speed Vp used in the calculation can be obtained by (own vehicle speed Vh + relative speed Vdiff).

(Processing by target inter-vehicle distance correction unit 136b S136b)
Next, using the process S136b, the basic target inter-vehicle distance l_tgt_base calculated in the process S136a is corrected, and the target inter-vehicle distance l_tgt is calculated. The process of process S136b will be described with reference to the flowchart of FIG.

In the process S136b, first, the process S136b1 is started, and in the determination S136b2, it is determined whether the target preceding vehicle is the nearest vehicle. Specifically, among the preceding vehicles registered in the information of the preceding vehicle to be followed generated by the processing S133, if the front-rear distance of the preceding vehicle to be processed this time is the closest to the own vehicle, it is the nearest neighbor. And proceed to process S136b3. If it is determined that it is not the closest, proceed to process S136b8, set the basic target inter-vehicle distance l_tgt_base calculated by the execution of process S136b for the target inter-vehicle distance l_tgt, and set the vehicle group running information belonging to the preceding vehicle information to be followed. Set group_ride to Off, proceed to process S136b9 and end process S136b without correcting the target inter-vehicle distance. That is, when a plurality of preceding vehicles are detected as tracking targets, the correction is performed only for the preceding vehicle having the closest front-rear distance to the own vehicle, and the preceding vehicle having the shortest front-rear distance to the own vehicle is corrected. No correction is performed for the preceding vehicle that is not a vehicle, and the process S136b is terminated.

By determining S136b2, the correction is performed only for the preceding vehicle closest to the front-rear direction, so that the inter-vehicle distance to the preceding vehicle existing in front of the preceding vehicle is not shortened. This is because each vehicle is positioned alternately on the left and right when traveling in a staggered manner, so it is a target that is shifted to either the left or right just before the front-rear direction of the own vehicle, that is, the nearest vehicle travels at a close distance. A vehicle that exists in front of the nearest preceding vehicle can be treated as a desirable vehicle in the formation that the lateral positional relationship with the own vehicle does not deviate. Therefore, it is possible to reduce the discomfort to the rider by excluding the vehicle existing in front of the nearest preceding vehicle from the correction for shortening the distance. In particular, in a scene where a vehicle in front of the preceding vehicle is traveling while shifting its position in the left-right direction from the own vehicle, the target vehicle-to-vehicle distance is separated or brought closer even though the front-rear distance has not changed. By doing so, it does not cause acceleration / deceleration of the own vehicle, which is advantageous in terms of fuel efficiency and ride comfort.

After processing S136b3, processing S136b62 or processing S136b63 is executed by the own vehicle forward travelable width calculation unit 136b6 in the target vehicle-to-vehicle distance correction unit 136b.

In the process S136b3, the left and right end side positions side_pos_edge (see FIGS. 10, 11, and 12) of the preceding vehicle in the own vehicle for use in the subsequent processes are calculated. The left and right side position side_pos_edge is obtained by the following formula using the width_p of the back surface of the preceding vehicle (see Fig. 10, Fig. 11 and Fig. 12) and the side position side_pos (see Fig. 10, Fig. 11 and Fig. 12). Be done.

The width_p and side_pos of the back surface of the preceding vehicle used at this time are acquired by the stereo camera 200 (stereoscopic object recognition unit 231). Further, the side position side_pos used at this time is treated as a positive value in the right direction and a negative value in the left direction with respect to the own vehicle. As a result, the left and right end lateral positions side_pos_edge are the lateral distance from the center of the own vehicle (lateral direction) to the left end of the preceding vehicle, or the lateral distance from the center of the own vehicle (lateral direction) to the right end of the preceding vehicle. Can be obtained as.

Next, proceed to judgment S136b4 and judge whether the side position of the preceding vehicle is in front. The method of determining whether the side position of the preceding vehicle is the front is to compare the absolute value of the left and right end side position side_pos_edge with the half value of the vehicle width width_o of the own vehicle, and the absolute value of the left and right end side position side_pos_edge. If the value is smaller than half the width_o of the own vehicle, it can be determined that the side position of the preceding vehicle is the front, that is, the preceding vehicle exists in front of the own vehicle (as an example, in the case of FIG. 12). ). The vehicle width width_o of the own vehicle used at this time is incorporated in the ROM mounted on the vehicle control device 100 in advance as a parameter peculiar to the own vehicle and referred to. If it is determined in the determination S136b4 that the preceding vehicle exists in front of the own vehicle, the process proceeds to the process S136b5, the basic target inter-vehicle distance l_tgt_base calculated by the execution of the process S136b is set for the target inter-vehicle distance l_tgt, and the vehicle follows. Set the vehicle group running information group_ride belonging to the target preceding vehicle information to Off, proceed to the process S136b9 and end the process S136b without correcting the target inter-vehicle distance.

In the judgment S136b4, the absolute value of the left and right end side position side_pos_edge is compared with the half value of the vehicle width width_o of the own vehicle, and the absolute value of the left and right end side position side_pos_edge is half the value of the vehicle width width_o of the own vehicle. If it is determined that the preceding vehicle does not exist in front of the own vehicle, the process proceeds to determination S136b61.

In addition, the judgment of whether or not the preceding vehicle exists in front of the own vehicle in the judgment S136b4 agrees with the judgment of whether or not the distance between the preceding vehicle and the driving zone roadside position is equal to or larger than the width of the own vehicle. Is. That is, according to this determination S136b4, the correction is performed only for the preceding vehicle in which the distance between the preceding vehicle and the traveling zone road edge is equal to or larger than the vehicle width of the own vehicle, and the distance between the preceding vehicle and the traveling zone road edge is the own vehicle. Processing S136b will be terminated without making corrections for the preceding vehicle that is less than the vehicle width.

According to the judgment S136b4, the correction is performed only for the preceding vehicle that does not exist in front of the own vehicle, so that the inter-vehicle distance to the preceding vehicle that exists in front of the own vehicle is not shortened. This is because when traveling in a staggered manner, the preceding vehicle that does not exist in front of the own vehicle is targeted, and the preceding vehicle that exists in front of the own vehicle is excluded from mass touring (staggered traveling). The feeling of strangeness to the rider can be reduced. In addition, the preceding vehicle existing in front of the own vehicle, that is, the preceding vehicle in which the distance between the preceding vehicle and the roadside end position is smaller than the width of the own vehicle and is narrow, is excluded from the correction for shortening the distance, and the own vehicle is excluded. The preceding vehicle that does not exist in front, that is, the preceding vehicle in which the distance between the preceding vehicle and the roadside end position is widely secured by the width of the own vehicle or more, is subject to the correction to shorten the distance. The feeling of strangeness to the rider can be reduced.

In the determination S136b61, it is determined whether the lateral position of the preceding vehicle is shifted to the right (as an example in the case of FIG. 10) or to the left (as an example in the case of FIG. 11). If the side position side_pos of the preceding vehicle or the side_pos_edge of the left and right end side positions is a positive value, it is assumed that the preceding vehicle is traveling in a position shifted to the right, and the process proceeds to processing S136b62, which must be a positive value. If so, it is assumed that the preceding vehicle is traveling at a position shifted to the left, and the process proceeds to processing S136b63.

In the processing S136b62, from the left and right end side position side_pos_edge and the vehicle left direction road edge position (also referred to as the left road edge position) left_road_edge (see Fig. 10), the width that can be traveled in front of the vehicle vehicle is safe_width (see Fig. 10) by the following formula. ) Is calculated.

In addition, in the processing S136b63, from the left and right end side position side_pos_edge and the own vehicle right direction road edge position (also referred to as the right road edge position) right_road_edge (see Fig. 11), the width that can be traveled in front of the own vehicle is safe_width (Fig. 11). 11 Calculation) is calculated.

The left_road_edge position on the left side of the vehicle and the right_road_edge position on the right side of the vehicle used in the processing S136b62 and the processing S136b63 are set to a positive value in the right direction and a positive value in the left direction with respect to the center of the vehicle as in the side position side_pos. It is treated as a negative value and measured by the stereo camera 200 (traveling zone detector 232).

The safe_width that allows the vehicle to travel in front of the vehicle calculated by processing S136b62 and processing S136b63 is an area that does not collide with the preceding vehicle even if the vehicle that exists between the preceding vehicle and the roadside of the driving zone enters (the vehicle can travel). Lateral width) is shown. When obtaining the safe_width (corresponding to the distance between the preceding vehicle and the roadside) that the vehicle can travel ahead in the processing S136b62 and the processing S136b63, the traveling lane road that exists in the lateral direction in which the own vehicle exists when viewed from the preceding vehicle. Using the distance to the end, if the preceding vehicle is to the right of the own vehicle (see Fig. 10), the roadside is on the left side, and if the preceding vehicle is to the left of the own vehicle (see Fig. 11). By obtaining the width between the right side roadside, it seems that it can only be reached by traveling directly behind the preceding vehicle such as the width between the preceding vehicle existing to the right of the own vehicle and the right side roadside. Area is omitted, and the width of the area in front of the own vehicle (in other words, the area in the direction of the traveling road) is obtained so as not to collide with the preceding vehicle.

Then, after obtaining the safe_width that can travel ahead of the own vehicle by the processing S136b62 or the processing S136b63, proceed to the processing S136b71.

In the process S136b71, the basic target inter-vehicle distance l_tgt_base calculated by the process S136a using the safe_width that can travel ahead of the own vehicle is corrected, and the target inter-vehicle distance l_tgt is set. The correction amount l_tgt_offset performed for the basic target inter-vehicle distance l_tgt_base is calculated based on the map value preset by the vehicle front travelable width safe_width and the basic target inter-vehicle distance l_tgt_base. A positive value is set as the map value used at this time. If the safe_width that can travel ahead of the vehicle is smaller than the correction lower limit travel width threshold value, for example, 1.4 m is set as the correction lower limit travel width threshold value, and if it is smaller than 1.4 m, the correction amount l_tgt_offset is set to 0 [m]. If the safe_width that can be driven in front of the vehicle is larger than the correction upper limit driving width threshold, for example, 1.8 m is set as the upper limit driving width threshold, and if it is larger than 1.8 m and the safe_width that can be traveled in front of the vehicle is sufficiently wide, the correction is made. Let the amount l_tgt_offset be the maximum correction amount according to the basic target inter-vehicle distance l_tgt_base. If the safe_width that can travel ahead of the vehicle is between the lower correction lower limit driving width threshold and the upper correction upper limit driving width threshold value, smoothly connect the maximum correction amount according to the basic target inter-vehicle distance l_tgt_base and 0 [m]. Set the parameters. In addition, when the value of the basic target inter-vehicle distance l_tgt_base is large, that is, when the target distance is wide, the correction amount l_tgt_offset is increased so that the vehicle can travel closer to the preceding vehicle while the basic target inter-vehicle distance l_tgt_base is set. If the value is small, that is, if the target distance is short, the correction amount l_tgt_offset is reduced to immediately interrupt the side of the preceding vehicle due to acceleration / deceleration of the preceding vehicle or acceleration / deceleration due to changes in the road surface gradient. Adjust to set a wider distance so that there is no such thing. This parameter is often responsive to acceleration / deceleration of the vehicle, agility when changing tracks, the climate and road environment commonly used by the vehicle, and the rider frequently controls acceleration / deceleration to maintain distance. Or, the correction amount, the correction lower limit running width threshold and the correction upper limit running width threshold are adjusted in advance by experiments according to the characteristics such as whether there are many scenes in which the occurrence of acceleration / deceleration is suppressed regardless of the fluctuation of the distance. Then, the determined parameters are incorporated in the ROM mounted on the vehicle control device 100. By subtracting the correction amount l_tgt_offset obtained by the calculation from the basic target inter-vehicle distance l_tgt_base and setting it to the target inter-vehicle distance l_tgt, the result of correction for the basic target inter-vehicle distance l_tgt_base is set to the target inter-vehicle distance l_tgt. can do.

With this configuration, even when the preceding vehicle is traveling while swaying from side to side, or when the own vehicle is traveling while swaying from side to side, the safe_width that allows the vehicle to travel in front of the vehicle, which is wider than the correction upper limit driving width threshold, is secured. If it is possible, the target inter-vehicle distance l_tgt does not change (constant), so acceleration / deceleration is small, fuel efficiency is good, and driving is comfortable. On the other hand, in a scene where the driving width safe_width in front of the own vehicle is not narrower than the correction lower limit driving width threshold value, it is possible to suppress a scene in which the vehicle is too close to the preceding vehicle and achieve both safety.

As an example of the above configuration, the relationship between the basic target inter-vehicle distance l_tgt_base, the correction amount l_tgt_offset, the vehicle forward travelable width safe_width, and the target inter-vehicle distance l_tgt when the vehicle speed of the preceding vehicle is constant will be described with reference to FIG. .. When the safe_width that can travel ahead of the vehicle is 0 [m] and the lower limit of correction is 1.4 [m], the correction amount l_tgt_offset becomes zero, and the values of the basic target inter-vehicle distance l_tgt_base and the target inter-vehicle distance l_tgt are equal. It becomes (constantly). The correction amount is proportional to the value of the vehicle front travelable width safe_width between the correction lower limit travel width threshold value of 1.4 [m] and the correction upper limit travel width threshold value of 1.8 [m]. When l_tgt_offset changes (becomes larger) and the safe_width that can travel ahead of the vehicle becomes larger than the correction upper limit travel width threshold value of 1.8 [m], the correction amount l_tgt_offset becomes maximum. As a result, as the safe_width that can travel ahead of the own vehicle becomes wider than the correction lower limit traveling width threshold of 1.4 [m], in other words, the longer the distance between the preceding vehicle and the roadside of the driving zone, the shorter the target vehicle-to-vehicle distance l_tgt. When the safe_width that can travel ahead of the own vehicle becomes larger than the correction upper limit driving width threshold of 1.8 [m], the target inter-vehicle distance l_tgt is set to the shortest (a constant value according to the basic target inter-vehicle distance l_tgt_base).

Further, at this time, the road curvature (traveling zone in front of the own vehicle) obtained by using the lateral position change of the own vehicle traveling zone roadside position obtained by the stereo camera 200 (traveling zone detection unit 232) with respect to the own vehicle in the front-rear direction. The correction amount l_tgt_offset can be further corrected by using (curvature of). Specifically, when the road curvature becomes larger than a certain level, the correction amount l_tgt_offset for shortening the target inter-vehicle distance l_tgt is adjusted to be smaller as the road curvature increases. This is because when traveling on a sharp curve or a winding road with a large road curvature, the own vehicle and the preceding vehicle each take a line in the traveling zone, and the position of the preceding vehicle with respect to the own vehicle in the left-right direction changes drastically. Similarly, since the lateral position of the roadside of the traveling zone with respect to the own vehicle and the preceding vehicle often changes drastically, the vehicle group often breaks the staggered platoon and travels in a row (see Fig. 17). ). Therefore, by reducing the correction amount of the target inter-vehicle distance based on the staggered running, it is possible to suppress the rider's discomfort.

Next, the process proceeds to process S136b72.
In the process S136b72, the vehicle group traveling information group_ride is updated. When processing S136b71 is performed, it is shown that the own vehicle is performing staggered running (parallel running) in a group of vehicles including the preceding vehicle. For the purpose of reflecting in the vehicle control processing of the next cycle, the vehicle group traveling information group_ride belonging to the following vehicle information is set to On, the process proceeds to the process S136b9, and the process S136b is terminated.

In this way, in the processing S136b, the basic target inter-vehicle distance l_tgt_base is corrected using the correction amount l_tgt_offset based on the vehicle front travelable width safe_width etc., and the target inter-vehicle distance l_tgt is calculated.

(Processing by target acceleration calculation unit 137 for each preceding vehicle S137d1, S137d2, S137p1, S137p2, S137p3)
Returning to Fig. 6, next, the judgment S137d1 is performed to determine whether the preceding vehicle is closer than the target vehicle-to-vehicle distance (l_tgt ≧ l?), And if so, the target acceleration for separating by the processing S137p1 is calculated. And set it to TgtA_Tmp. Also, as a result of judgment S137d1, if the preceding vehicle is farther than the target inter-vehicle distance, judgment S137d2 is performed and the relative speed calculated by processing S135 is separated, that is, is the preceding vehicle faster than the own vehicle (Vdiff ≥ 0)? ?) Make a judgment. If the preceding vehicle is faster than the own vehicle, set an invalid value in TgtA_Tmp in processing S137p2.

As a result of judgment S137d2, if the preceding vehicle is slower than the own vehicle, calculate the target acceleration to catch up with the processing S137p3 and set it to TgtA_Tmp.

The calculation of the target acceleration for separation performed in the process S137p1 will be explained below. The target acceleration TgtA_Pv_Leave for separation is calculated based on Vdiff and a preset map value based on the deviation between l_tgt and l. The map value should be such that the speed is reduced while approaching the preceding vehicle, the speed is reduced while being separated from the preceding vehicle, the acceleration is performed while being separated from the preceding vehicle, and the relative speed with the preceding vehicle is set to zero. The acceleration is continuously changed to set so that the speed can be controlled. Depending on the relative speed with the preceding vehicle, skip the situation where the speed is reduced while approaching the preceding vehicle or the situation where the speed is decreased while being separated from the preceding vehicle, and only accelerate while being separated from the preceding vehicle. It may be controlled to.

The target acceleration calculation for catching up with the process S137p3 will be explained below. The target acceleration TgtA_Pv_Approach for catching up is calculated by the following formula.

Furthermore, l is from the deceleration start threshold l_Thr so that deceleration starts from a long distance, during which the preceding vehicle accelerates and wastes deceleration energy, and the ride quality does not deteriorate. If it does not become shorter, TgtA_Tmp is set as an invalid value, and if l is shorter than the deceleration start threshold l_Thr, TgtA_Pv_Approach is set in TgtA_Tmp to calculate the target acceleration to catch up. Normally, if the deceleration start threshold value l_Thr is set to a value of around 70m to 130m with the behavior when the rider drives without using ACC as a guide, the control will be less uncomfortable. It is also considered that the deceleration start threshold value l_Thr is variable depending on the vehicle speed or the like.

(Processing by target acceleration selection unit 138 S138d, S138p)
Next, the determination S138d compares the TgtA_Tmp obtained by the processing S137p1, the processing S137p2, or the processing S137p3 with the TgtA_Pv initialized by the processing S132 with an invalid value. If TgtA_Tmp is smaller than TgtA_Pv, proceed to process S138p and overwrite and update TgtA_Pv with the value of TgtA_Tmp. The fact that TgtA_Tmp is smaller than TgtA_Pv means that the target acceleration is large in the negative direction, that is, the preceding vehicle needs to control the inter-vehicle distance using stronger deceleration control of the own vehicle. Therefore, the target with the smallest target acceleration is selected. At this time, if an invalid value is set in TgtA_Tmp or TgtA_Pv, the invalid value is defined as the maximum value. For example, if TgtA_Tmp is +1 [m / s ² ] and TgtA_Pv is an invalid value, TgtA_Tmp is treated as a smaller value and TgtA_Pv is updated to +1 [m / s ² ] in the process S138p. In this way, after updating TgtA_Pv, the process proceeds to determination S134. Further, as a result of comparing TgtA_Tmp and TgtA_Pv in the determination S138d, if TgtA_Tmp is TgtA_Pv or more, the process S138p is not performed and the process proceeds to the determination S134.

Then, when the process proceeds from the determination S138d or the processing S138p to the determination S134, the presence or absence of the preceding vehicle information is determined again. At this time, the follow-up target preceding vehicle information used to calculate TgtA_Tmp from the process S135 to the process S138d or the process S138p is ignored by the determination S134, and the presence or absence of other follow-up target preceding vehicle information extracted as the follow-up target preceding vehicle information. To judge. If the unprocessed follow-up target vehicle information no longer exists, the process proceeds to the process S139 to end the process S130, and if the unprocessed follow-up target vehicle information exists, the process proceeds to the process S135. It is determined whether to update TgtA_Pv again, and the processing is repeated until there is no information on the preceding vehicle to be followed that has not been processed.

Processing by the target acceleration calculation unit 130 for the preceding vehicle S130 enables control to maintain a safe inter-vehicle distance for multiple detected preceding vehicles, for example, the preceding vehicle in which the preceding vehicle runs in front of the preceding vehicle. Before starting deceleration in accordance with the deceleration of the vehicle, it is possible to start deceleration of the own vehicle and perform deceleration control with less delay. At this time, if the distance l between the preceding vehicle running in front of the preceding vehicle and the own vehicle is wide and there is no problem even if the start of deceleration is delayed, acceleration / deceleration is performed with respect to the preceding vehicle existing in the immediate vicinity of the own vehicle. Can be adjusted.

(Processing S140 by the target acceleration calculation unit 140 for the set vehicle speed)
Returning to FIG. 5, in the process S140, the target acceleration TgtA_Spd for the set vehicle speed Vtgt is calculated. TgtA_Spd is calculated by the following formula.

K in the above formula is a positive constant and is set between 0.001 and 0.02. Further, if K is set to a variable value such that it is large when accelerating and small when decelerating, it is easy to drive with good fuel efficiency so that the brake is not used for deceleration. In addition, when Vh is large, safety can be improved by adjusting K as a variable value so that acceleration is weak and deceleration is strong. In this way, it is desirable to adjust K as a variable value according to the stability of the vehicle and the preference tendency of the rider who purchases the mounted vehicle.

(Processing by target acceleration determination unit 150 S150)
In the process S150, the target acceleration TgtA of the own vehicle is determined. The target acceleration TgtA is TgtA by comparing TgtA_Pv calculated by processing S130 and TgtA_Spd calculated by processing S140, and selecting the smaller one, that is, the one that decelerates more. In addition, if the TgtA value changes suddenly, the behavior of the vehicle becomes unstable, so it is desirable to smooth the change in the TgtA value by using a change amount limit or a first-order lag filter. Furthermore, the change amount limit on the acceleration side gives priority to good ride quality and strengthens the suppression, and the change amount limit on the deceleration side gives priority to safety and makes the change amount limit asymmetrical according to the positive and negative directions. It is desirable that it is difficult to accelerate and it is easy to decelerate.

(Processing by engine acceleration request calculation unit 160 S160)
In the process S160, the acceleration request AccelReq_Eg to the engine 510 of the own vehicle is calculated.
The acceleration request AccelReq_Eg to the engine is calculated based on the target acceleration TgtA calculated by the process S150. The contents of the process S160 will be described with reference to FIG.

First, starting from the process S161, the acceleration EgBrkAccel generated by the engine brake by the process S162 is calculated. EgBrkAccel is calculated by adding the deceleration due to the engine and the deceleration due to the running resistance. The deceleration by the engine is set to the value set according to the specifications of the engine and transmission and the gear ratio according to Vh. The running resistance is calculated using the coefficient of air resistance according to the shape of the vehicle and Vp. Further, the slope of the road surface is calculated from the comparison between the front-rear acceleration sensor value mounted on the vehicle and the time derivative value of the wheel speed, and added to the running resistance as the slope resistance. Next, in the process S163, the lower limit is set to TgtA with the EgBrkAccel calculated in the process S162 as the lower limit, the acceleration is limited to the acceleration that can be operated by the output control of the engine, and the acceleration is set to AccelReq_Eg. Then, in the processing S164, AccelReq_Eg is subjected to dead zone processing to eliminate the discomfort given to the rider due to vibration in the vehicle body due to slight fluctuations in the output of the engine. Then, the process proceeds to the process S169 and the process S160 is terminated.

(Processing S170 by the brake acceleration request calculation unit 170)
In the process S170, the acceleration request AccelReq_Brk to the brake 410 of the own vehicle is calculated.
The acceleration request AccelReq_Brk to the brake is calculated based on the target acceleration TgtA calculated by the process S150 and the acceleration request AccelReq_Eg calculated by the process S160. The contents of the process S170 will be described with reference to FIG.

First, starting from the process S171, the process S172 subtracts the acceleration request AccelReq_Eg from the target acceleration TgtA to calculate the target brake deceleration TgtA_Brk required for braking. Next, by the judgment S173 and the judgment S174, it is judged whether the brake request (= TgtA_Brk) is a weak brake smaller than the value of TgtABrkInitThr when the brake control is not started (AccelReq_Brk_Old = 0), and it is judged as the judgment S173. If both conditions of S174 are satisfied, the target brake deceleration TgtA_Brk calculated in process S172 by process S175 is set to zero and invalidated. By inputting a series of processes from the judgment S173 to the process S175, the operation and release of the brake are not repeated, the operating state is continued, the phenomenon that the vehicle rattles does not occur, and the riding comfort is improved. At this time, TgtABrkInitThr is set as a constant value, and if TgtABrkInitThr is set too large, the start of deceleration will be delayed and sudden braking will occur. On the contrary, if TgtABrkInitThr is made too small, the rattling of the vehicle cannot be suppressed. Therefore, it is desirable to set ^{it at about 0.1 [m / s 2} ] according to the braking performance and stability of the vehicle.

Next, in the process S176, limit processing with zero as the lower limit is performed for TgtA_Brk, and AccelReq_Brk is set to prevent the brake from being erroneously requested to accelerate. Next, by performing dead zone processing on AccelReq_Brk in processing S177, it eliminates the discomfort given to the rider due to vibration in the vehicle body due to slight fluctuations in the output of the brake, and the acceleration request for the final brake. Let's say AccelReq_Brk. In the process S178, in order to determine the start of brake control by the determination S173, AccelReq_Brk is held in RAM or the like, and the process proceeds to the process S179 to end the process S170.

Then, the process proceeds to processing S102, and the acceleration control of the ACC by the vehicle control device 100 is terminated. The acceleration request AccelReq_Eg to the engine 510 calculated in the process S160 is transmitted from the vehicle control device 100 to the engine control unit 500. The acceleration request AccelReq_Brk to the brake 410 calculated in the process S170 is transmitted from the vehicle control device 100 to the brake control unit 400.

In the vehicle control device 100, in addition to the acceleration control shown in FIG. 5 and the like, in controlling the ACC, a process of generating display information for presenting information to the rider and a target information from the vehicle CAN bus are obtained. Performs communication processing to receive or conversely transmit ACC control information.

The process of generating display information determines the display indicating whether control is in progress according to the switch information obtained from the ACC control switch 700 (Figs. 1 and 2) and the conditions of judgment S110 (Fig. 5). In addition, control information such as whether or not the preceding vehicle to be controlled can be detected by the stereo camera 200 (FIGS. 1 and 2) and the set vehicle speed used in the process S140 (FIG. 5) is set as display information.

In the communication process, AccelReq_Brk calculated as the acceleration control described above is transmitted to the brake unit 400 (Fig. 1, Fig. 2), and AccelReq_Eg is transmitted to the engine control unit 500 (Fig. 1, Fig. 2) to generate display information. The generated display information is transmitted to the meter control unit 600 (Fig. 1).

The ACC control switch 700 is installed in a place that the rider can easily operate while driving, such as a switch installed on the steering wheel of the vehicle or a lever attached to the steering column, and the rider's ACC control start, ACC control release, ACC driving Used to change the set speed of the time. The ACC control switch 700 is a switch for starting ACC, a switch for canceling ACC, a switch for changing the set speed during ACC driving in the positive direction, a switch for changing in the negative direction, and also. It is equipped with a switch to enable the use of ACC as needed and a switch to change the inter-vehicle distance during follow-up driving. Furthermore, while ACC control is being executed, the switch for starting ACC should be read as a switch for changing the set speed during ACC driving in the positive direction, so that the cost increase due to the increase in switch types should be prevented. You can also.

The brake control unit 400 controls the brake 410 by using AccelReq_Brk transmitted from the vehicle control device 100 (brake acceleration request calculation unit 170), and generates a braking force on the tire 900 to generate the acceleration of the vehicle (that is, the acceleration of the vehicle (that is, that is). Deceleration) is controlled. At this time, the brake control unit 400 has a function of adjusting the brake output generated for AccelReq_Brk according to the weight of the own vehicle, the tire radius, the effective diameter of the brake, and the like.

The engine control unit 500 controls the engine 510 using AccelReq_Eg transmitted from the vehicle control device 100 (engine acceleration request calculation unit 160), and drives the tire 900 through the torque converter 520, the transmission 530, and the final gear 540. The acceleration of the vehicle is controlled by generating force. At this time, the engine control unit 500 has a function of adjusting the engine torque generated for AccelReq_Eg in consideration of the weight of the own vehicle, the tire driving radius, the torque converter 520, and the state of the transmission 530, and the engine throttle of the engine 510. Control the opening and injection amount. Furthermore, by controlling the gear ratio of the transmission 530 as needed, the desired acceleration can be obtained.

The meter control unit 600 controls the display device 610 and the buzzer 620 according to the display information communicated from the vehicle control device 100, and notifies the rider of an auditory alarm and a visual control state.

As described above, the vehicle control device 100 of the present embodiment is the own vehicle based on the target inter-vehicle distance set between the vehicle control device 100 and the preceding vehicle in front of the own vehicle by using the stereo camera (outside world recognition device) 200. The preceding vehicle is recognized by using the stereo camera (outside world recognition device) 200 when the own vehicle follows the preceding vehicle in a traveling zone in which a plurality of the own vehicles can travel in parallel. And, based on the information of the traveling zone, the target at the time of following the preceding vehicle according to the distance between the preceding vehicle and the lateral traveling zone road edge of the traveling zone (= width that can be traveled in front of the own vehicle). It has a target inter-vehicle distance correction unit 136b that corrects the inter-vehicle distance.

Further, the target vehicle-to-vehicle distance correction unit 136b corrects the target vehicle-to-vehicle distance to be shorter as the distance between the preceding vehicle and the traveling zone roadside (= the width that can be traveled in front of the own vehicle) is longer (the target vehicle-to-vehicle distance is corrected). Increase the amount of correction to be shortened).

That is, according to the distance between the roadside position of the own vehicle's driving road and the preceding vehicle to be followed (in other words, the distance of the preceding vehicle to the traveling zone roadside), the target distance between vehicles ahead when following the preceding vehicle is obtained. Make corrections.

According to the vehicle control device 100 of the present embodiment, when the driving force of the own vehicle is automatically controlled while maintaining the inter-vehicle distance and the relative speed with the preceding vehicle safely, the own vehicle and the following in the traveling zone. Depending on the traveling position of the target preceding vehicle, it is possible to travel at a distance between vehicles with less discomfort.

Next, a modified example of the vehicle control device 100 according to the embodiment of the present invention described above will be described.

<Modification 1>
As a modification 1, a vehicle configuration will be described.
In the vehicle configuration shown in FIG. 1, a vehicle using an engine is described, but since the present invention targets a vehicle acceleration control method, a vehicle using any prime mover such as an electric vehicle, a hybrid vehicle, or a hydrogen vehicle. Is valid for. For example, when targeting an electric vehicle, the engine can be replaced with a motor. When targeting electric vehicles, unlike engine vehicles, the engine brake disappears and the viewpoint of regenerative braking and battery management comes into play, so this implementation is carried out by changing the EgBrkAccel calculated in process S162 (Fig. 8). The form can be easily diverted.

Further, the function of the vehicle control device 100 shown in the present embodiment is realized as a software function. Therefore, when the vehicle control device 100 is not prepared as a dedicated control unit but is incorporated as a software function in the stereo camera 200 and also used as the vehicle control device 100, it is also incorporated as a software function in the brake control unit 400. , It may also be used as a vehicle control device 100. These examples are useful for reducing the number of components, simplifying the architecture, and reducing costs.

<Modification 2>
As a second modification, the generation of information on the preceding vehicle to be followed by the process S133 (FIG. 6) will be described.

In the configuration of the above embodiment, it is described that all the motorcycles detected by the stereo camera 200 are set as the follow-up control targets of the own vehicle. However, some motorcycles are supposed to operate at low speeds of 30 [km / h] or less, so-called motorized bicycles, etc., and these vehicles are recognized by using a stereo camera 200 or the like. It may be difficult to distinguish it from a motorcycle that is supposed to be operated at a speed of 30 [km / h] or more, but if the vehicle is in a position where it will not collide with the vehicle, it should be followed. It is better not to select. In particular, the vehicle is following the motorcycle, and while the vehicle is staggered, the vehicle that is supposed to operate at a low speed of 30 [km / h] or less in the vehicle group of the vehicle When mixed driving, the vehicle traveling in front of the own vehicle does not decelerate and overtakes or overtakes the vehicle outside the vehicle group (group) that is supposed to operate at a low speed of 30 [km / h] or less. However, there may be a problem that the own vehicle decelerates by a vehicle outside the vehicle group (group) and temporarily divides the vehicle group (see FIG. 18). In response to this event, changes are made to the generation of information on the preceding vehicle to be followed by the process S133.

Regarding the generation of information on the preceding vehicle to be followed by the processing S133, the vehicle group traveling information group_ride set in the processing S136b in the pre-change control cycle is set to On, that is, the target vehicle-to-vehicle distance correction unit 136b. "The vehicle is traveling or stopped at a speed lower than a certain level" and "on the own vehicle lane" than the speed of the preceding vehicle to be followed, which has been corrected to shorten the distance. Even if it exists in, it is not on the path of the own vehicle, that is, it is not a motorcycle that exists in a lateral position where there is a high possibility that the own vehicle will collide if the own vehicle travels without deceleration. ], Add the condition that it is not set as the follow target of the own vehicle.

By changing to this configuration, even if a vehicle outside the vehicle group (group) that is supposed to operate at a low speed of 30 [km / h] or less runs mixed with the own vehicle group, the unintended own vehicle It is possible to provide the rider with acceleration / deceleration control that prevents deceleration and does not cause a collision without deceleration.

<Modification 3>
As a modification 3, a method of linking the target inter-vehicle distance correction of the process S136b (FIG. 6) and the vehicle number (number) detection will be described.
In the configuration of the above embodiment, when the own vehicle follows the motorcycle using ACC, the vehicle to be followed is an interrupting vehicle outside the vehicle group (group) and is not a vehicle that wants to travel as the same vehicle group. (See Figure 19). At this time, if the vehicle to be followed and the lateral position of the own vehicle are separated from each other, the process S136b71 (Fig. 7) may be executed, and the vehicle may travel at an inter-vehicle distance assuming the same vehicle group. In this case, the rider of the preceding vehicle being followed and the rider who controls the own vehicle may feel uncomfortable with the short distance between the vehicles. To solve this problem, it is preferable to provide a function for uniquely identifying the vehicle of the vehicle group to which the own vehicle belongs. As a method for this, the configuration of the functional block diagram shown in FIG. 4 is changed from the configuration of the functional block diagram shown in FIG.

Specifically, as shown in FIG. 20, the vehicle control device 100 is provided with a number acquisition unit 191 and a number recording unit 192, and a number detection is performed by the stereoscopic object recognition unit 231 of the stereo camera 200 (image processing unit 230). The part 231n is provided.

First, the number acquisition unit 191 of the vehicle control device 100 is a means for the rider to obtain the number written on the vehicle number plate (license plate) of the vehicle traveling in the same vehicle group of the own vehicle. The means for obtaining the number is, for example, a method in which the rider manually operates a switch, a dial, and a touch panel to directly input a numerical value to the vehicle control device 100, a method in which voice is input to the vehicle control device 100 by a microphone, and the like. , The number of the vehicle detected by the number detection unit 231n, which will be described later, is presented to the rider, and the presented number is input to the vehicle control device 100 in a form approved by the rider, or using a mobile information terminal. Either of the methods of exchanging the number information of the same vehicle group with each other, sending the data from the mobile information terminal to the vehicle control device 100 by communication regardless of wireless or wired, and inputting the number information with the communication receiving device, or There are a plurality of combinations and the like, and the information input to the vehicle control device 100 by them is acquired by the number acquisition unit 191. As the information presenting means used at this time, the display device 610 may be diverted, or a display device may be separately provided. Further, the ACC control switch 700 may be used for the operation of the switch, the dial, and the touch panel, a dedicated interface device may be provided separately, or a navigation device or the like which is not shown in FIG. 1 may be provided. You may divert the interface you are using. In addition, the number acquisition unit 191 also receives the rider's request to erase the acquired number, and if there is an input error in the number or the vehicle group is disbanded, any number or all the recorded numbers It is possible to obtain the request to delete the number using the same interface as the input of the number.

Next, the number storage unit 192 records the number of the vehicle traveling in the same vehicle group of the own vehicle obtained by the number acquisition unit 191. As a means of recording, there is a method of storing in a memory provided in the vehicle control device 100. In particular, in order to save the trouble of re-recording the number when starting again after stopping the power of the motorcycle due to a break etc., the memory for recording the number adopts a non-volatile memory, and the power of the own vehicle It is desirable to have a configuration in which the recorded number is retained even after the power is stopped and the recorded number can be read even after the power is turned on again. Further, the number storage unit 192 has a function of erasing an arbitrary number or all stored numbers when a number erasure request is received by the number acquisition unit 191.

Next, the stereoscopic object recognition unit 231 of the stereo camera 200 uses the number detection unit 231n provided in the stereoscopic object recognition unit 231 in addition to the distance and type of the detected obstacle to the own vehicle to capture an image of the obstacle. Vehicle number markers are extracted from the image by pattern matching. Furthermore, by performing pattern matching using letters and numbers indicating the vehicle number in the vehicle number markers extracted by pattern matching, a number that identifies the corresponding obstacle is extracted, and the obstacle and the own vehicle are identified. The number information is transmitted to the vehicle control device 100 together with the distance and type information.

In the vehicle control device 100, the tracking target preceding vehicle information generation unit 133 associates the number information with the tracking target preceding vehicle information. Then, using the number information of the vehicle group traveling vehicle stored in the number storage unit 192 and the number information associated with the follow-up target preceding vehicle information in the follow-up target preceding vehicle information generation unit 133, the changed target vehicle-to-vehicle distance is used. Used in the correction unit 136b.

The processing content of the target inter-vehicle distance correction unit 136b after the change will be described using the flowchart shown in FIG. In FIG. 21, the determination of whether the vehicle is the nearest neighbor in the front-rear direction of the determination S136b2 is changed with respect to the target inter-vehicle distance correction process shown in FIG. 7, and the number registration vehicle front-rear direction nearest neighbor determination of the determination S136b2_b, that is, , It is determined whether the vehicle is a number registered vehicle and is the nearest vehicle in the front-rear direction.

In the determination before change S136b2 (Fig. 7), the vehicle closest to the own vehicle using only the front-rear distance between the preceding vehicle and the own vehicle registered in the information of the preceding vehicle to be followed generated by the processing S133. It was judged whether it was. On the other hand, in the changed determination S136b2_b (FIG. 21), the information of the number associated with the information of the preceding vehicle to be followed is not recorded in the number information of the vehicle group traveling vehicle stored in the number storage unit 192. This time, the information of the number associated with the preceding vehicle information to be followed is processed only for the vehicle recorded in the number information of the vehicle group traveling vehicle stored in the number storage unit 192, without targeting the vehicle. It is determined whether the vehicle in the front-rear direction of the preceding vehicle is the closest to the own vehicle.

For example, if the number of the preceding vehicle to be processed this time is not the vehicle recorded in the number information of the vehicle group traveling vehicle stored in the number storage unit 192, the determination S136b2_b is unsuccessful at that time, and the process goes to S136b8. And proceed. Further, although the number of the preceding vehicle to be processed this time is recorded in the number information of the vehicle group traveling vehicle stored in the number storage unit 192, the number storage unit 192 contains the number of the preceding vehicle to be followed. If there is at least one vehicle with the same number as the number information of the vehicle group traveling vehicle that is memorized and the front-rear distance to the own vehicle is closer than the preceding vehicle to be processed this time, the judgment S136b2_b is It becomes unsuccessful and proceeds to process S136b8. The number of the preceding vehicle to be processed this time is a vehicle recorded in the number information of the vehicle group traveling vehicle stored in the number storage unit 192, and the vehicle in the front-rear direction with respect to the own vehicle is closer to the preceding vehicle to be processed this time. There is no vehicle, or all vehicles whose front-rear distance is closer to the vehicle than the preceding vehicle processed this time are not the same number as the number information of the vehicle group traveling vehicle stored in the number storage unit 192. Only in the case of, the determination S136b2_b is satisfied, and the process proceeds to the process S136b3. That is, only when the number of the preceding vehicle recognized by the stereo camera 200, which is an outside world recognition device, is recorded in the number recording means 192, the correction of the target vehicle-to-vehicle distance by the target vehicle-to-vehicle distance correction unit 136b is effective. Processing The processing after S136b3 is the same as described with reference to FIG.

By doing this, the processing S136b71 (Fig. 7) can be corrected only for vehicles that want to travel in the same vehicle group. It is possible to suppress discomfort to the rider and the rider who controls the own vehicle.

<Modification example 4>
As a modification 4, a means for detecting and recognizing the traveling environment of the own vehicle will be described.
In the configuration of the above embodiment, it is described that the stereo camera 200, which is an outside world recognition device, is used to detect obstacles around the own vehicle, the preceding vehicle, and the own vehicle traveling zone. However, the means for detecting and recognizing the traveling environment of the own vehicle is not limited to the method using a stereo camera, and examples thereof include a method using a millimeter wave radar and a monocular camera. In this case, the millimeter-wave radar is used to measure obstacles in front of the vehicle and the distance between the preceding vehicle and the vehicle in the front-rear direction and the side direction. Furthermore, by detecting the roadway lane marking from the image obtained by the monocular camera, the own vehicle traveling zone is recognized. Further, by pattern matching the image information obtained by the monocular camera with the information obtained by the millimeter wave radar, whether the preceding vehicle to be followed is a four-wheeled vehicle or a two-wheeled vehicle, that is, following. It is also possible to determine the type of the target preceding vehicle. With this configuration, it is possible to make an inexpensive system by using a millimeter-wave radar or a monocular camera, which are relatively inexpensive sensors, in combination. In addition, unlike a stereo camera, a layout that is not tied to the mounting positions of the two cameras is possible, and the degree of freedom in vehicle design can be increased. In addition, the selection of sensors is not limited to cameras and millimeter-wave radars such as sonar and laser radar, but by installing other sensors in combination with the own vehicle, it is possible to detect and recognize the driving environment of the own vehicle. Can be done.

Furthermore, the means for detecting and recognizing the driving environment of the own vehicle is not limited to the sensor mounted on the own vehicle. For example, there is also a method of realizing the above-mentioned function by communication between the own vehicle and the preceding vehicle and detection of the own vehicle traveling zone using GPS. The own vehicle and the preceding vehicle are equipped with GPS, and by measuring the position of each vehicle and distributing the information to the vehicles around the own vehicle, the distance between each other can be measured. In addition, the vehicle obtains information on the longitude, latitude, and orientation of the vehicle from GPS, and detects the vehicle's travel zone using map information, so that it communicates with GPS instead of the sensor mounted on the vehicle. It is possible to detect and recognize the driving environment of the own vehicle. With this configuration, the own vehicle can detect and recognize the driving environment of the own vehicle only by mounting a relatively inexpensive and small communication device, so that the vehicle price can be suppressed. Further, unlike the sensor, restrictions due to the shield, the direction of installation, and the position are reduced, so that the degree of freedom in vehicle design can be further increased. In addition, when communication is used, it is possible to pair other vehicles in the vehicle group including the own vehicle in advance so that the inter-vehicle distance is not shortened with respect to the vehicles outside the own vehicle group.

And these sensors and communications can be combined to build a vehicle. For example, for scenes that are not good at sensing with a camera such as at night, the detection performance is supplemented by using communication, and if positioning is difficult with GPS such as in a tunnel and the distance measurement performance deteriorates due to diffused reflection even with millimeter wave radar, stereo. Vehicles can also be built for applications such as supplementing performance with cameras.

The present invention is not limited to the above-described embodiment, but includes various modified forms. For example, the above-described embodiment has been described in detail in order to explain the present invention in an easy-to-understand manner, and is not necessarily limited to the one including all the described configurations. Further, it is possible to replace a part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment. Further, it is possible to add / delete / replace a part of the configuration of each embodiment with another configuration.

Further, each of the above configurations, functions, processing units, processing means, etc. may be realized by hardware by designing a part or all of them by, for example, an integrated circuit. Further, each of the above configurations, functions, and the like may be realized by software by the processor interpreting and executing a program that realizes each function. Information such as programs, tables, and files that realize each function can be stored in a memory, a hard disk, a storage device such as an SSD (Solid State Drive), or a recording medium such as an IC card, an SD card, or a DVD.

In addition, the control lines and information lines indicate those that are considered necessary for explanation, and do not necessarily indicate all control lines and information lines in the product. In practice, it can be considered that almost all configurations are interconnected.

1 vehicle (own vehicle)
100 Vehicle control device
130 Target acceleration calculation unit for the preceding vehicle
133 Following vehicle information generation unit (following target selection unit)
135 Relative velocity calculator
136a Basic target inter-vehicle distance calculation unit
136b Target inter-vehicle distance correction unit
136b6 Own vehicle forward travelable width calculation unit
137 Target acceleration calculation unit for each preceding vehicle
138 Target acceleration selection unit
140 Target acceleration calculation unit for set vehicle speed
150 Target acceleration determination unit
160 Engine acceleration request calculation unit
170 Brake acceleration request calculation unit
191 Number acquisition department
192 Number recording section
200 Stereo camera (outside world recognition device)
210 CCD camera (right)
220 CCD camera (left)
230 Image processing unit
231 3D object recognition unit
231n number detector
232 Travel zone detector
250 Communication processing unit
300 wheel speed sensor
400 Brake control unit
410 brake
500 engine control unit
510 engine
600 meter control unit
610 Display device
620 buzzer
700 ACC control switch

Claims

In the vehicle control device that controls the acceleration of the own vehicle based on the target inter-vehicle distance set between the vehicle and the preceding vehicle in front of the own vehicle using the outside world recognition device.
When the own vehicle follows the preceding vehicle in a traveling zone in which a plurality of the own vehicles can travel in parallel, the preceding vehicle and the preceding vehicle are based on the information of the preceding vehicle and the traveling zone recognized by the outside world recognition device. A vehicle control device comprising a target vehicle-to-vehicle distance correction unit that corrects a target vehicle-to-vehicle distance when following a preceding vehicle according to a distance from the traveling zone roadside in the lateral direction of the traveling zone.
In the vehicle control device according to claim 1,
The target vehicle-to-vehicle distance correction unit is a vehicle control device characterized in that the longer the distance between the preceding vehicle and the traveling zone road end, the shorter the target vehicle-to-vehicle distance correction unit is.
In the vehicle control device according to claim 1,
In the target inter-vehicle distance correction unit, when the distance between the preceding vehicle and the traveling zone road end is larger than a predetermined correction upper limit threshold value, or when the distance between the preceding vehicle and the traveling zone road edge is a predetermined correction lower limit threshold value. If it is smaller, the vehicle control device is characterized by correcting the target inter-vehicle distance to be constant.
In the vehicle control device according to claim 1,
A vehicle control device comprising a tracking target selection unit that selects a vehicle existing on the traveling zone of the own vehicle as a tracking target of the own vehicle.
In the vehicle control device according to claim 1,
When obtaining the distance between the preceding vehicle and the traveling zone road end, a vehicle characterized in that the distance from the traveling zone road edge existing in the lateral direction in which the own vehicle exists as viewed from the preceding vehicle is used. Control device.
In the vehicle control device according to claim 1,
When the target inter-vehicle distance correction unit detects a plurality of preceding vehicles as tracking targets, the target vehicle-to-vehicle distance correction unit corrects only the preceding vehicle having the closest front-rear direction distance to the own vehicle, and corrects only the preceding vehicle with respect to the own vehicle. A vehicle control device characterized in that correction is not performed for a preceding vehicle that is not the preceding vehicle having the closest distance in the front-rear direction.
In the vehicle control device according to claim 1,
The target inter-vehicle distance correction unit corrects only for the preceding vehicle in which the distance between the preceding vehicle and the traveling zone road end is equal to or larger than the vehicle width of the own vehicle, and the preceding vehicle and the traveling zone road edge are corrected. A vehicle control device, characterized in that correction is not performed for a preceding vehicle whose distance is less than the width of the own vehicle.
In the vehicle control device according to claim 1,
The outside world recognition device is a vehicle control device characterized in that the distance between the preceding vehicle and the traveling zone roadside is obtained from the parallax information obtained by performing stereo vision by two cameras.
In the vehicle control device according to claim 1,
The outside world recognition device may be a lane marking line including an outside line or a center line of a roadway, a step separating a roadway and a sidewalk, a change in road color, a rut, a guard rail, a pole, a wall, a botts, a chatter bar, a parked vehicle or a road construction. If any or all of the road obstacles including the display are detected to acquire the traveling zone of the own vehicle and the outside world recognition information for determining the traveling zone cannot be acquired, the progress of the own vehicle A vehicle control device characterized in that a region having a width at regular intervals from the road to the left and right is treated as the traveling zone.
In the vehicle control device according to claim 1,
While the target inter-vehicle distance correction unit is correcting the target inter-vehicle distance to be short, within a certain period of time after the own vehicle changes lanes, the traveling zone before the own vehicle changes lanes is displayed. A vehicle control device characterized in that it is treated as the traveling zone of the own vehicle.
In the vehicle control device according to claim 1,
When the target vehicle-to-vehicle distance correction unit is a vehicle whose traveling speed is lower than a certain level or more than the preceding vehicle to be followed by which the target vehicle-to-vehicle distance is corrected to be short, and the vehicle does not exist on the traveling road of the own vehicle, the vehicle is used. A vehicle control device characterized in that it is not a follow-up target of the own vehicle.
In the vehicle control device according to claim 1,
The target inter-vehicle distance correction unit acquires the curvature of the traveling zone in front of the own vehicle, and when the curvature of the traveling zone is larger than a certain level, the target inter-vehicle distance correction unit is characterized in that the correction amount for shortening the target inter-vehicle distance is reduced. Vehicle control device.
In the vehicle control device according to claim 1,
It has a number acquisition unit that acquires the number written on the vehicle number plate of the own vehicle and a vehicle that performs group traveling, and a number recording unit that records the number acquired by the number acquisition unit.
A vehicle characterized in that the correction of the target inter-vehicle distance by the target inter-vehicle distance correction unit is effective only when the number of the preceding vehicle recognized by the outside world recognition device is recorded in the number recording unit. Control device.
In the vehicle control device according to claim 1,
The own vehicle is a vehicle control device characterized by being a two-wheeled saddle-riding vehicle.