JP2017056765A - Drive assisting device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a drive assisting device of a vehicle capable of improving comfortableness in riding and fuel economy by suppressing useless acceleration/deceleration during congestion.SOLUTION: A travel control unit 7 determines congestion of an own car travel lane, and in a case where a large car is detected as a following car during congestion, and the following car exhibits a behavior for increasing a following car vehicular gap Dfoll which is a vehicular gap between an own vehicle 1 and the following car than a preceding car vehicular gap Dlead, it makes correction on a control parameter for making the own vehicle 1 follow a preceding vehicle toward a side for suppressing acceleration of the own vehicle 1.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a driving support device that performs follow-up running control and the like on a preceding vehicle recognized in front of the host vehicle.

  Conventionally, on-vehicle radar means such as millimeter wave radar and infrared laser radar, imaging means such as a stereo camera and monocular camera, or combination of these radar means and imaging means recognizes information outside the vehicle and recognizes the outside of the vehicle. Various proposals have been made for driving support devices that perform various types of vehicle control based on information. As one of the functions of such a driving support device, a function of performing follow-up running control on a detected preceding vehicle when a preceding vehicle is detected (captured) in front of the host vehicle is widely known.

  This follow-up control has been widely put into practical use as part of cruise control with an inter-vehicle distance control (ACC; Adaptive Cruise Control). In this ACC, generally, follow-up control is performed when a preceding vehicle is detected. When the preceding vehicle is not detected (lost), constant speed traveling control at the set vehicle speed set by the driver is performed. Furthermore, when the preceding vehicle stops, the vehicle is stopped (following stop control) while keeping the distance between the vehicles at a predetermined distance. Techniques to start following a car have been proposed.

  Further, as a technology for performing driving support control using not only the information in front of the host vehicle but also information in the rear of the host vehicle, for example, Patent Document 1 describes a vehicle that follows a preceding vehicle while maintaining a predetermined inter-vehicle distance. When the following vehicle is closer than the predetermined distance to the own vehicle, the distance between the preceding vehicle and the preceding vehicle is changed to be longer, and even if the preceding vehicle suddenly decelerates, the vehicle slowly decelerates and the preceding vehicle and the following vehicle A technique for avoiding contact with the device is disclosed.

JP-A-7-172208

  By the way, in this type of driving support device, since the target inter-vehicle distance is generally set according to the vehicle speed of the host vehicle or the preceding vehicle, the inter-vehicle distance at the time of traffic congestion following the preceding vehicle at a low speed is set. Therefore, in particular, in the ACC at the time of traffic congestion, it is easily affected by the behavior of the preceding vehicle, for example, when the preceding vehicle moves forward even if the vehicle before the preceding preceding vehicle (the preceding preceding vehicle, etc.) is stopped. However, there is a possibility that unnecessary acceleration / deceleration may be performed in conjunction with the behavior of the preceding vehicle even though the forward distance is small.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle driving support device that can suppress unnecessary acceleration / deceleration in a traffic jam and improve ride comfort and fuel efficiency. .

  A driving support apparatus for a vehicle according to an aspect of the present invention includes a preceding vehicle detection unit that detects a preceding vehicle ahead of the host vehicle, and a target for causing the host vehicle to follow the preceding vehicle when the preceding vehicle is detected. Target inter-vehicle distance setting means for setting an inter-vehicle distance; and target acceleration setting means for setting a target acceleration for converging a preceding inter-vehicle distance that is an inter-vehicle distance between the host vehicle and the preceding vehicle to the target inter-vehicle distance; A vehicle driving support apparatus comprising: a subsequent vehicle detection means for detecting a subsequent vehicle behind the own vehicle; a traffic congestion determination means for determining traffic jam on the own vehicle traveling path; and a large vehicle detected as the subsequent vehicle at the time of traffic congestion And when the succeeding vehicle shows a behavior that makes the inter-vehicle distance, which is the inter-vehicle distance between the own vehicle and the succeeding vehicle, wider than the inter-preceding vehicle-to-vehicle distance, Control parameters for following The chromatography data, and a parameter correcting means for correcting the side of suppressing the acceleration of the vehicle, but with the.

  According to the vehicle driving support device of the present invention, unnecessary acceleration / deceleration in a traffic jam can be suppressed to improve riding comfort and fuel consumption, and the inter-vehicle distance between the host vehicle and the preceding vehicle is increased. Thus, a rear-end collision with the preceding vehicle can be suitably avoided.

Schematic configuration diagram of a driving support device mounted on a vehicle Map of own vehicle speed and target inter-vehicle distance Map for setting target acceleration based on relative speed and relative distance Flow chart showing control routine of cruise control with inter-vehicle distance control (Part 1) Flow chart showing control routine of cruise control with inter-vehicle distance control (Part 2) A map showing the relationship between the following vehicle distance and the increase correction amount Map showing the relationship between the relative speed with the following vehicle and the correction amount for increasing the inter-vehicle distance A map showing the relationship between the distance between the following vehicles and the acceleration upper limit decrease correction amount A map showing the relationship between the relative speed with the following vehicle and the acceleration upper limit decrease correction amount Explanatory drawing which shows an example of transition of the own vehicle speed with respect to the preceding vehicle speed when correcting the target inter-vehicle distance Explanatory drawing which shows an example of transition of the distance between the preceding vehicles when correcting the target inter-vehicle distance Explanatory drawing which shows an example of transition of the own vehicle speed with respect to the preceding vehicle speed when the target acceleration is corrected Explanatory drawing which shows an example of transition of the distance between preceding vehicles when the target acceleration is corrected

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. The drawings relate to an embodiment of the present invention, FIG. 1 is a schematic configuration diagram of a driving support device mounted on a vehicle, FIG. 2 is a map of own vehicle speed and target inter-vehicle distance, and FIG. 3 is a relative speed and relative distance. 4 and 5 are flowcharts showing the control routine of cruise control with inter-vehicle distance control, FIG. 6 is a map showing the relationship between the inter-vehicle distance and the inter-vehicle distance increase correction amount, and FIG. FIG. 8 is a map showing the relationship between the relative speed with the vehicle and the inter-vehicle distance increase correction amount, FIG. 8 is a map showing the relationship between the inter-vehicle distance and the acceleration upper limit decrease correction amount, and FIG. 9 is the relative speed and acceleration with the subsequent vehicle. FIG. 10 is an explanatory diagram showing an example of the transition of the host vehicle speed relative to the preceding vehicle speed when the target inter-vehicle distance is corrected, and FIG. 11 is a diagram when the target inter-vehicle distance is corrected. Changes in the distance between the preceding vehicles FIG. 12 is an explanatory diagram showing an example, FIG. 12 is an explanatory diagram showing an example of the transition of the host vehicle speed relative to the preceding vehicle speed when the target acceleration is corrected, and FIG. 13 is an example of the transition of the preceding vehicle inter-vehicle distance when the target acceleration is corrected. It is explanatory drawing which shows.

  In FIG. 1, reference numeral 1 denotes a vehicle such as an automobile (own vehicle), and the vehicle 1 is equipped with a driving support device 2 having a cruise control with an inter-vehicle distance control function (ACC: Adaptive Cruise Control). .

  The driving support device 2 includes, for example, a front stereo camera 3, a front stereo image recognition device 4, a rear stereo camera 5, a rear stereo image recognition device 6, and a travel control unit 7. . In this driving support device 2, basically, when there is no preceding vehicle, the vehicle runs at a low speed that maintains the vehicle speed set by the driver, and when there is a preceding vehicle, automatic follow-up control is performed on the preceding vehicle. .

  The front stereo camera 3 is composed of a pair of left and right cameras using a solid-state imaging device such as a charge coupled device (CCD) as a stereo optical system. Each of these sets of cameras is mounted at a certain interval in front of the ceiling in the vehicle interior, and subjects the object in front of the vehicle to stereo imaging from different viewpoints, and outputs the stereo imaged image information to the front stereo image recognition device 4. .

  Here, the front stereo image recognition device 4 performs the processing of the image information from the front stereo camera 3 as follows, for example. First, distance information is generated based on the principle of triangulation from a corresponding positional shift amount for a pair of stereo images obtained by imaging the traveling direction of the host vehicle with the front stereo camera 3. Then, a known grouping process is performed on the distance information, and the distance information obtained by the grouping process is compared (pattern matching) with previously stored three-dimensional road shape data, three-dimensional object data, etc. Data, side data such as guardrails and curbs that exist along the road, and three-dimensional object data such as vehicles are extracted. Further, the front stereo image recognition device 4 estimates the host vehicle travel path based on the white line data, the side wall data, and the like, and is a three-dimensional object existing on the host vehicle travel path, and is predetermined in the same direction as the host vehicle 1. The latest vehicle that moves at a speed (for example, 0 km / h or more) is extracted (detected) as a preceding vehicle. When a preceding vehicle is detected, as preceding vehicle information, the preceding vehicle inter-vehicle distance Dlead, the preceding vehicle speed Vlead (= (the rate of change of the preceding vehicle inter-vehicle distance Dlead) + (own vehicle speed V)), the preceding vehicle The vehicle acceleration alead (= differential value of the preceding vehicle speed Vlead) and the like are calculated.

  The rear stereo camera 5 includes a pair of left and right cameras using a solid-state image sensor such as a charge coupled device (CCD) as a stereo optical system. Each of these sets of cameras is attached to the back of the ceiling in the vehicle interior with a certain interval, and subjects the object behind the vehicle to stereo imaging from different viewpoints, and outputs the stereo imaged image information to the rear stereo image recognition device 6. .

  Here, the rear stereo image recognition device 6 estimates the own vehicle travel path on which the host vehicle 1 has traveled by the same processing as the front stereo image recognition device 4 described above, and is a three-dimensional object existing on the host vehicle travel path. Thus, the latest vehicle that moves at a predetermined speed (for example, 0 km / h or more) in substantially the same direction as the host vehicle 1 is extracted (detected). When the following vehicle is detected, the following vehicle information Dfoll, the following vehicle speed Vfoll (= (change ratio of the following vehicle distance Dfoll) + (own vehicle speed V)), the following vehicle information The vehicle acceleration afoll (= the differential value of the following vehicle speed Vfoll) is calculated.

  Further, the rear stereo image recognition device 6 determines the type of the following vehicle (for example, the following vehicle is a normal vehicle or a large vehicle) based on the pattern matching result or the like. More specifically, the rear stereo image recognition device 6 is a normal vehicle or a large vehicle, for example, based on the vehicle width and vehicle height (particularly, vehicle height) of the subsequent vehicle. It is determined whether or not. The “large vehicle” in the present embodiment is not limited to a large vehicle defined by the Road Traffic Law or the like, and at least has a vehicle height higher than that of a general ordinary vehicle and rides a driver Means a vehicle that is assumed to be higher than a general ordinary vehicle.

  Thus, in this embodiment, the front stereo image recognition device 4 realizes a function as a preceding vehicle detection unit together with the front stereo camera 3, and the rear stereo image recognition device 6 functions as a subsequent vehicle detection unit together with the rear stereo camera 5. To realize.

  For example, various recognition information regarding the front outside the vehicle is input from the front stereo image recognition device 4 to the traveling control unit 7, and various recognition information regarding the rear outside the vehicle is input from the rear stereo image recognition device 6. Further, the traveling control unit 7 includes, for example, the own vehicle speed V detected by the vehicle speed sensor 11, the longitudinal acceleration a detected by the longitudinal acceleration sensor 12, various setting information set by the driver through the cruise control switch 13, and the like. Entered. Further, in a vehicle equipped with an in-vehicle device 14 such as a navigation device or VICS (registered trademark) (Vehicle Information and Communication System), the road control information acquired by the in-vehicle device 14 is input to the traveling control unit 7. Is done.

  In the present embodiment, the cruise control switch 13 is an operation switch including, for example, a push switch and a toggle switch disposed on the steering wheel, and is a main switch for turning on / off the operation of the ACC, in order to release the ACC. Cancel switch, set switch for setting the speed of the host vehicle at that time as the set vehicle speed Vset, inter-vehicle distance setting switch for setting the mode of the inter-vehicle distance between the preceding vehicle and the host vehicle, and the previous memory A resume switch or the like for resetting the set vehicle speed Vset is provided.

  When the cruise switch of the cruise control switch 13 is turned on, the set vehicle speed Vset desired by the driver is set through the set switch or the like, and the target inter-vehicle distance Dtrg is set through the inter-vehicle distance setting switch, the traveling control unit 7 , ACC is executed.

  As the ACC, the traveling control unit 7 performs constant speed traveling control for converging the own vehicle speed V to the set vehicle speed Vset when the preceding vehicle is not detected by the front stereo image recognition device 4. In addition, when the front stereo image recognition device 4 recognizes a preceding vehicle during constant speed traveling control, the traveling control unit 7 converges the inter-vehicle distance D with the preceding vehicle to the target inter-vehicle distance Dtrg. (Including tracking stop and tracking start).

  That is, when the constant speed traveling control is started, the traveling control unit 7 calculates a target acceleration atrg1 for converging the host vehicle speed V to the set vehicle speed Vset.

  More specifically, the traveling control unit 7 calculates a speed deviation ΔVs (= Vset−V) between the set vehicle speed Vset and the host vehicle speed V, and refers to a preset map or the like, for example. A target acceleration atrg1 corresponding to the deviation ΔVs and the vehicle speed V is calculated. For example, when the speed deviation ΔVs is a positive value, the target acceleration atrg1 is set to be larger as the speed deviation ΔVs is larger within the range of the upper limit value corresponding to the host vehicle speed V. On the other hand, for example, when the speed deviation ΔVs is a negative value, the target acceleration atrg1 is set to a smaller value as the speed deviation ΔVs becomes smaller within the range of the lower limit value corresponding to the host vehicle speed V (the speed deviation ΔVs becomes smaller). The larger the value on the negative side, the larger the value set on the deceleration side).

  When the constant speed traveling control is shifted to the following traveling control, the traveling control unit 7 calculates a target acceleration atrg2 for converging the inter-vehicle distance D to the target inter-vehicle distance Dtrg in addition to the above-described target acceleration atrg1.

  More specifically, for example, as shown in FIG. 2, a map indicating the relationship between the vehicle speed V and the target inter-vehicle distance Dtrg is set and stored in the travel control unit 7. Then, the traveling control unit 7 sets a target inter-vehicle distance Dtrg corresponding to the own vehicle speed V with reference to the map. The travel control unit 7 calculates, for example, a distance deviation ΔDl (= Dtrg−Dlead) between the target inter-vehicle distance Dtrg and the inter-vehicle distance (preceding inter-vehicle distance) Dlead, and the preceding vehicle speed Vlead A relative speed Vlrel (= Vlead−V) with respect to the vehicle speed V is calculated, and a target acceleration atrg2 is calculated with reference to a preset map using these as parameters. Here, for example, as shown in FIG. 3, on the map, an acceleration region in which the target acceleration atrg2 is set to a value on the acceleration side (positive value) according to the relative speed Vlrel and the distance deviation ΔDl, and the target acceleration atrg2 A deceleration region in which is set to a deceleration side value (negative value) is set. In the acceleration region, the target acceleration atrg2 is calculated to have a larger value (a larger value on the acceleration side) as the relative speed Vlrel is larger and the distance deviation ΔDl is larger. On the other hand, in the deceleration region, the target acceleration atrg2 is calculated such that the smaller the relative speed Vlrel is (the relative speed Vlrel is a negative value) and the smaller the distance deviation ΔDl is, the larger the value is on the deceleration side. Further, the target acceleration atrg2 calculated in this way is subjected to an upper limit process (clip process) based on an acceleration upper limit value alim variably set using, for example, the preceding vehicle acceleration alead and the own vehicle speed V as parameters.

  Then, the traveling control unit 7 sets the target acceleration atrg1 as the final target acceleration a during the constant speed traveling control, and finally sets any one of the target accelerations atrg1 and atrg2 as the final value during the following traveling control. Is set as a target acceleration atrg.

  When the target acceleration atrg is set, the traveling control unit 7 generates an acceleration corresponding to the target acceleration atrg by performing opening / closing control (engine output control) of the electronic control throttle valve 16. Furthermore, the traveling control unit 7 performs output hydraulic pressure control (automatic brake intervention control) from the brake booster 17 when it is determined that sufficient acceleration (deceleration) cannot be obtained only by engine output control.

  Here, when the own vehicle 1 stops following the preceding vehicle by the following traveling control, for example, the traveling control unit 7 activates an electric parking brake (not shown) and holds the stopped state. Then, the traveling control unit 7 releases the electric parking brake and restarts ACC on the condition that, for example, the accelerator pedal operation is performed by the driver or the cruise switch of the cruise control switch 13 is operated again.

  In the driving support device 2 having such an ACC function, the traveling control unit 7 determines the target inter-vehicle distance based on the behavior of the following vehicle detected by the rear stereo image recognition device 6 in order to suppress unnecessary acceleration / deceleration in a traffic jam. The distance Dtrg is corrected. That is, the traveling control unit 7 determines whether or not the own vehicle traveling path is congested, and if the subsequent vehicle is detected by the rear stereo image recognition device 6, determines whether or not the subsequent vehicle is a large vehicle. Check out. Then, the traveling control unit 7 determines that the succeeding vehicle detected at the time of traffic congestion is a large vehicle, and the succeeding vehicle determines the inter-vehicle distance between the succeeding vehicle and the own vehicle 1 (the inter-subsequent vehicle distance Dfoll) between the preceding vehicles. When the behavior of making the vehicle wider than the distance Dlead is shown, the control parameter for causing the host vehicle 1 to follow the preceding vehicle is corrected so as to suppress the acceleration of the host vehicle 1. In other words, large vehicles have a higher vehicle height than ordinary vehicles, etc., and drivers of large vehicles can perform acceleration / deceleration without waste in a traffic jam in consideration of the behavior of the vehicle before the preceding vehicle of the vehicle 1 from a high viewpoint. Based on the assumption that it will be performed, the traveling control unit 7 appropriately corrects the control parameter so as to perform acceleration / deceleration in accordance with the behavior of the subsequent large vehicle.

  Specifically, for example, when the following vehicle distance Dfoll is larger than the preceding vehicle distance Dlead by a set distance α or more (that is, when Dfoll ≧ Dlead + α), the traveling control unit 7 determines that the following vehicle is the following vehicle. It is determined that the vehicle distance Dfoll is larger than the preceding vehicle distance Dlead. Then, when such behavior of the following vehicle is determined, the traveling control unit 7 performs correction to increase the target inter-vehicle distance Dtrg more than usual in order to suppress acceleration of the host vehicle 1.

  Here, the determination as to whether or not the succeeding vehicle exhibits a behavior that makes the following vehicle inter-vehicle distance Dfoll wider than the preceding vehicle inter-vehicle distance Dfoll may be performed in place of the above-described determination or in a superimposed manner with the above-described determination. It is also possible to carry out based on a comparison between the vehicle speed V and the following vehicle speed Vfoll. That is, when the relative speed Vfrel (= V−Vfoll) between the own vehicle speed V and the subsequent vehicle speed Vfoll is equal to or greater than the set threshold value ΔVth, the traveling control unit 7 determines that the subsequent vehicle distance Dfoll is the preceding vehicle distance. It can also be determined that the behavior is wider than Dfoll.

  In addition, as a control parameter for suppressing acceleration when the host vehicle 1 follows the preceding vehicle, an upper limit for the target acceleration atrg2 instead of the target inter-vehicle distance Dtrg or in superposition with the target inter-vehicle distance Dtrg. It is also possible to use the value alim. That is, when the traveling control unit 7 determines that the succeeding vehicle exhibits a behavior that makes the following vehicle distance Dfoll wider than the preceding vehicle distance Dlead, the traveling control unit 7 performs correction to reduce the upper limit value alim for the target acceleration atrg2. Is also possible.

  As described above, in the present embodiment, the traveling control unit 7 realizes functions as a target inter-vehicle distance setting unit, a target acceleration setting unit, a traffic jam determination unit, and a parameter correction unit.

  Next, cruise control with inter-vehicle distance control performed in the travel control unit 7 will be described according to the flowchart of the control routine shown in FIGS. This routine is repeatedly executed every set time. When the routine is started, the travel control unit 7 first determines that the host vehicle is based on the set vehicle speed Vset currently set through the cruise control switch 13 in step S101. A target acceleration atrg1 for converging the speed V to the set vehicle speed Vset is calculated.

  When the process proceeds from step S101 to step S102, the traveling control unit 7 checks whether or not there is a preceding vehicle ahead of the host vehicle 1 based on the input information from the front stereo image recognition device 4.

  And when it determines with a preceding vehicle not existing ahead of the own vehicle 1 in step S102, the traveling control unit 7 progresses to step S117.

  On the other hand, if it is determined in step S102 that there is a preceding vehicle ahead of the host vehicle 1, the traveling control unit 7 proceeds to step S103.

  When the process proceeds from step S102 to step S103, the traveling control unit 7 sets a target inter-vehicle distance Dtrg according to the host vehicle speed V with reference to, for example, a map shown in FIG.

  In subsequent step S104, the travel control unit 7 sets the acceleration upper limit value alim from a preset map or the like (not shown), for example, using the preceding vehicle acceleration alead and the host vehicle speed V as parameters.

  Then, when proceeding from step S104 to step S105, the traveling control unit 7 checks whether or not the own vehicle traveling path is congested. Here, the traveling control unit 7 has, for example, the own vehicle speed V equal to or lower than a set value (for example, 40 Km / h), a rear vehicle is detected by the rear stereo image recognition device 6, and the following inter-vehicle distance. When Dfoll is less than or equal to the set value, it is determined that the vehicle traveling path is congested. Alternatively, in a vehicle equipped with an in-vehicle device 14 such as a navigation device or VICS (registered trademark), the traveling control unit 7 is based on the information acquired in the in-vehicle device 14 and the vehicle traveling path is congested. It is also possible to judge.

  Then, in step S105, the traveling control unit 7 proceeds to step S106 when determining that the own vehicle traveling path is congested, and proceeds to step S115 when determining that the own vehicle traveling path is not congested. .

  When the process proceeds from step S105 to step S106, it is checked whether or not the succeeding vehicle currently detected by the rear stereo image recognition device 6 is a large vehicle.

  The traveling control unit 7 proceeds to step S107 when it is determined in step S106 that the following vehicle is a large vehicle, and proceeds to step S115 when it is determined that the following vehicle is not a large vehicle.

  When the process proceeds from step S106 to step S107, the traveling control unit 7 checks whether or not the following vehicle distance Dfoll is larger than the preceding vehicle distance Dlead by a set distance α or more (that is, Dfoll ≧ Dlead + α).

  In step S107, when Dfoll ≧ Dlead + α, the traveling control unit 7 shows a behavior in which the following vehicle makes the following vehicle distance Dfoll wider than the preceding vehicle distance Dfoll (that is, the following vehicle is caused by congestion). In preparation for the stop, it is determined that the vehicle 1 is traveling while ensuring a predetermined inter-vehicle distance with respect to the host vehicle 1), and the process proceeds to step S109.

  On the other hand, if Dfoll <Dlead + α in step S107, the traveling control unit 7 proceeds to step S108.

  When the process proceeds from step S107 to step S108, the traveling control unit 7 checks whether or not the relative speed Vfrel (= V−Vfoll) between the host vehicle speed V and the subsequent vehicle speed Vfoll is equal to or greater than the set threshold value ΔVth.

  In step S108, when V−Vfoll ≧ ΔVth, the traveling control unit shows a behavior in which the following vehicle makes the following vehicle distance Dfoll wider than the preceding vehicle distance Dfoll (that is, the following vehicle is congested). In preparation for a stop due to the vehicle, it is determined that the vehicle 1 is traveling while securing an inter-vehicle distance of a predetermined distance or more, and the process proceeds to step S109.

  On the other hand, when V−Vfoll <ΔVth in step S108, the traveling control unit proceeds to step S115.

  It should be noted that the determination as to whether or not the succeeding vehicle exhibits a behavior that makes the following vehicle inter-vehicle distance Dfoll wider than the preceding vehicle inter-vehicle distance Dfoll may be made by only one of the above-described step S107 or step S108. .

  When the process proceeds from step S107 or step S108 to step S109, the traveling control unit 7 determines whether or not the host vehicle 1 is traveling uphill based on the longitudinal acceleration a detected by the longitudinal acceleration sensor 12, for example. Check out.

  If it is determined in step S109 that the host vehicle 1 is traveling on an uphill, the traveling control unit 7 determines that the following vehicle has a behavior in which the following vehicle distance Dfoll is wider than the preceding vehicle distance Dfoll. Is likely to be caused by the uphill, the process proceeds to step S115.

  On the other hand, if it is determined in step S109 that the host vehicle 1 is not traveling uphill, the traveling control unit 7 proceeds to step S110.

  When the process proceeds from step S109 to step S110, the traveling control unit 7 checks whether or not both the own vehicle speed V and the subsequent vehicle speed Vfoll are equal to or higher than the set vehicle speed Vth.

  When it is determined in step S110 that both the own vehicle speed V and the subsequent vehicle speed Vfoll are equal to or higher than the set vehicle speed Vth, the traveling control unit 7 proceeds to step S111.

  On the other hand, when it is determined in step S110 that at least one of the own vehicle speed V and the following vehicle speed Vfoll is less than the set vehicle speed Vth, the traveling control unit 7 determines the current relationship between the own vehicle 1 and the following vehicle. It is determined that sufficient reliability has not been ensured (the driver's consciousness about driving may be unstable in the stop state or in the vicinity of the stop, and the start may be delayed), and the process proceeds to step S115.

  In the present embodiment, the determination processes in steps S109 and S110 described above can be omitted as appropriate.

  When the process proceeds from step S110 to step S111, the traveling control unit 7 sets a correction amount (inter-vehicle distance increase correction amount Dc) for performing an increase correction on the target inter-vehicle distance Dtrg set in step S103.

  That is, for example, as shown in FIG. 6, the travel control unit 7 stores in advance a map indicating the relationship between the inter-vehicle distance Dfoll and the inter-vehicle distance increase correction amount Dc. Referring to this map, the correction amount Dc for correcting the target inter-vehicle distance Dtrg to the increasing side as the following inter-vehicle distance Dfoll increases is set. However, in order to prevent excessive increase correction, it is possible to provide an upper limit value for the inter-vehicle distance increase correction amount Dc, as indicated by a broken line in FIG.

  Alternatively, for example, as shown in FIG. 7, the travel control unit 7 stores in advance a map indicating the relationship between the relative speed (V-Vfoll) with the following vehicle and the inter-vehicle distance increase correction amount Dc. The traveling control unit 7 refers to this map and sets a correction amount Dc for correcting the target inter-vehicle distance Dtrg to the increasing side as the relative speed (V-Vfoll) increases. However, in order to prevent excessive increase correction, it is possible to provide an upper limit value for the inter-vehicle distance increase correction amount Dc, as indicated by a broken line in FIG.

  Alternatively, it is also possible to set the inter-vehicle distance increase correction amount Dc based on the following inter-vehicle distance Dfoll and the relative speed (V-Vfoll) by using the maps shown in FIGS.

  Then, when the process proceeds from step S111 to step S112, the traveling control unit 7 increases the target inter-vehicle distance Dtrg by the inter-vehicle distance increase correction amount Dc (Dtrg ← Dtrg + Dc), and then proceeds to step S113.

  When the process proceeds from step S112 to step S113, the traveling control unit 7 sets a correction amount (upper limit decrease correction amount ac) for performing a decrease correction on the acceleration upper limit value alim set in step S104.

  That is, for example, as shown in FIG. 8, the travel control unit 7 stores in advance a map indicating the relationship between the inter-vehicle distance Dfoll and the inter-vehicle distance decrease correction amount ac. Referring to this map, the correction amount ac for correcting the acceleration upper limit value alim to the decreasing side is set as the inter-vehicle distance Dfoll increases. However, in order to prevent excessive decrease correction, it is possible to provide an upper limit value for the upper limit decrease correction amount ac as indicated by a broken line in FIG.

  Alternatively, for example, as shown in FIG. 9, a map indicating the relationship between the relative speed (V-Vfoll) with the following vehicle and the acceleration upper limit decrease correction amount ac is set in advance and stored in the travel control unit 7. The traveling control unit 7 refers to this map and sets a correction amount Dc for correcting the acceleration upper limit value alim to the decreasing side as the relative speed (V-Vfoll) increases. However, in order to prevent excessive decrease correction, it is also possible to provide an upper limit value for the acceleration upper limit decrease correction amount ac as indicated by a broken line in FIG.

  Alternatively, it is also possible to set the acceleration upper limit decrease correction amount ac based on the following inter-vehicle distance Dfoll and the relative speed (V-Vfoll) by using the maps shown in FIGS.

  Then, when the process proceeds from step S113 to step S114, the traveling control unit 7 corrects the acceleration upper limit value alim by the acceleration upper limit decrease correction amount ac (alim ← alim−ac), and then proceeds to step S115.

  When the process proceeds from step S108, step S019, step S110, or step S114 to step S115, the traveling control unit 7 sets the distance deviation ΔDl between the current target inter-vehicle distance Dtrg and the preceding inter-vehicle distance Dlead and the relative speed Vlrel. Based on this, the target acceleration atrg2 is calculated with reference to a preset map (see FIG. 3) or the like. Note that when the target inter-vehicle distance Dtrg is increased and corrected in step S112, the target acceleration atrg2 is set to a smaller value than when the increase is not corrected.

  When the process proceeds from step S115 to step S116, the traveling control unit 7 performs an upper limit process based on the acceleration upper limit value alim for the target acceleration atrg2 set in step S115.

  And if it progresses to step S117 from step S102 or step S116, the traveling control unit 7 will set final target acceleration atrg. That is, when the target acceleration atrg2 is set, the traveling control unit 7 sets one of the target acceleration atrg1 and the target acceleration atrg2 as a final target acceleration atrg. On the other hand, when the target acceleration atrg2 is not set, the traveling control unit 7 sets the target acceleration atrg1 as the final target acceleration atrg.

  In step S118, the traveling control unit 7 controls the opening / closing of the electronically controlled throttle valve 16 (engine output control) and the brake booster 17 based on the target acceleration atrg set in step S117. After performing the acceleration / deceleration control of the host vehicle 1 by performing the output hydraulic pressure control (automatic brake intervention control), the routine is exited.

  According to such an embodiment, a subsequent vehicle behind the host vehicle is detected, a traffic jam on the host vehicle traveling path is determined, a large vehicle is detected as a subsequent vehicle at the time of the traffic jam, and the subsequent vehicle is the host vehicle. When the following vehicle has a behavior that makes the inter-vehicle distance Dfoll, which is the inter-vehicle distance between the vehicle 1 and the following vehicle, wider than the preceding vehicle inter-vehicle distance Dlead, the control parameter for causing the host vehicle 1 to follow the preceding vehicle is By correcting to the side where the acceleration of 1 is suppressed, unnecessary acceleration / deceleration at the time of traffic congestion can be suppressed to improve the riding comfort and the fuel efficiency.

  In other words, large vehicles have a higher vehicle height than ordinary vehicles, etc., and drivers of large vehicles can perform acceleration / deceleration without waste in a traffic jam in consideration of the behavior of the vehicle before the preceding vehicle of the vehicle 1 from a high viewpoint. Under the assumption that it will be performed, if the following large vehicle shows a behavior that increases the inter-vehicle distance (subsequent vehicle inter-vehicle distance Dfoll) with the host vehicle 1, acceleration is suppressed according to the behavior. Thus, even when the host vehicle 1 is a normal vehicle or the like, unnecessary acceleration can be suppressed by reflecting the behavior of the vehicle before the preceding vehicle in the ACC. By suppressing unnecessary acceleration in this way, unnecessary deceleration during traffic congestion can be suppressed, and as a result, ride comfort and fuel efficiency can be improved.

  For example, when the following vehicle (large vehicle) shows a behavior in which the following vehicle (large vehicle) makes the inter-vehicle distance (the following vehicle inter-vehicle distance Dfoll as viewed from the own vehicle 1) wider than the preceding vehicle inter-vehicle distance Dlead in a traffic jam. By following the behavior of the following vehicle and performing a correction that increases the target inter-vehicle distance Dtrg, which is one of the control parameters, the unnecessary acceleration / deceleration is suppressed and the fluctuation of the vehicle speed V is suppressed as compared with the case where the correction is not performed. The width can be reduced (see FIG. 10), and the preceding vehicle inter-vehicle distance Dlead can also be widely controlled (see FIG. 11) to sufficiently prepare for a sudden stop of the preceding vehicle.

  Further, for example, in a traffic jam, the following vehicle (large vehicle) shows a behavior in which the inter-vehicle distance from the own vehicle 1 (the following vehicle inter-vehicle distance Dfoll as viewed from the own vehicle 1) is wider than the preceding vehicle inter-vehicle distance Dlead. In this case, following the behavior of the following vehicle, the target acceleration atrg2 which is one of the control parameters is suppressed (more specifically, by correcting the target acceleration atrg2 to reduce the acceleration upper limit alim). Compared to the case where the vehicle speed is not performed, unnecessary acceleration / deceleration can be suppressed to reduce the fluctuation range of the own vehicle speed V (see FIG. 12), and the preceding vehicle inter-vehicle distance Dlead is also widely controlled (see FIG. 13). ) Sufficient provision can be made for sudden stopping of the preceding vehicle.

  In this case, it is determined whether or not the succeeding vehicle exhibits a behavior that makes the following vehicle distance Dfoll wider than the preceding vehicle distance Dlead. The following vehicle distance Dfoll is more than the set distance α than the preceding vehicle distance Dlead. It can be easily determined based on whether it is wide (that is, whether Dfoll ≧ Dlead + α). Alternatively, it can be easily determined based on whether or not the relative speed Vfrel (= V−Vfoll) between the host vehicle speed V and the subsequent vehicle speed Vfoll is equal to or greater than the set threshold value ΔVth.

  The present invention is not limited to the embodiment described above, and various modifications and changes are possible, and these are also within the technical scope of the present invention. For example, in the above-described embodiment, an example in which the preceding vehicle detection unit and the subsequent vehicle detection unit are configured using a stereo camera has been described. However, the present invention is not limited to this, for example, a millimeter wave radar, It may be a radar means such as an infrared laser radar, or a combination of a radar means and a monocular camera.

1 ... Vehicle (own vehicle)
2 ... Driving assistance device 3 ... Front stereo camera (preceding vehicle detection means)
4 ... Front stereo image recognition device (preceding vehicle detection means)
5 ... Rear stereo camera (following vehicle detection means)
6 ... Rear stereo image recognition device (following vehicle detection means)
7 ... Travel control unit (target inter-vehicle distance setting means, target acceleration setting means, traffic jam determination means, parameter correction means)
DESCRIPTION OF SYMBOLS 11 ... Vehicle speed sensor 12 ... Longitudinal acceleration sensor 13 ... Cruise control switch 14 ... In-vehicle device 16 ... Electronically controlled throttle valve 17 ... Brake booster

Claims (13)

Preceding vehicle detection means for detecting a preceding vehicle ahead of the host vehicle, target inter-vehicle distance setting means for setting a target inter-vehicle distance for causing the host vehicle to follow the preceding vehicle when the preceding vehicle is detected, A target acceleration setting means for setting a target acceleration for converging a preceding vehicle inter-vehicle distance, which is an inter-vehicle distance between a vehicle and the preceding vehicle, to the target inter-vehicle distance, and a vehicle driving support device comprising:
Subsequent vehicle detection means for detecting a subsequent vehicle behind the host vehicle,
A traffic jam judging means for judging traffic jam on the own vehicle traveling path;
A large vehicle is detected as the following vehicle at the time of traffic congestion, and the following vehicle shows a behavior that makes the inter-vehicle distance between the own vehicle and the following vehicle wider than the inter-preceding vehicle distance. And a parameter correction means for correcting a control parameter for causing the host vehicle to follow the preceding vehicle to a side to suppress acceleration of the host vehicle.   The parameter correction means, when the distance between the following vehicles is larger than the distance between the preceding vehicles, the behavior of the following vehicle to make the distance between the following vehicles wider than the distance between the preceding vehicles. The vehicle driving support apparatus according to claim 1, wherein the determination is made.   The parameter correction means, when the relative speed between the own vehicle speed and the subsequent vehicle speed is equal to or greater than a set threshold, the subsequent vehicle exhibits a behavior that makes the inter-follower vehicle distance wider than the preceding inter-vehicle distance. The vehicle driving support device according to claim 1, wherein the vehicle driving support device is determined.   The said parameter correction | amendment means suppresses the acceleration of the own vehicle by performing the correction | amendment which increases the said target inter-vehicle distance as correction | amendment of the said control parameter, Any one of Claim 1 thru | or 3 characterized by the above-mentioned. The vehicle driving support device according to claim 1.   5. The vehicle driving support device according to claim 4, wherein the parameter correction unit increases the target inter-vehicle distance as the inter-follower inter-vehicle distance increases.   5. The vehicle driving support apparatus according to claim 4, wherein the parameter correction means increases the target inter-vehicle distance as the relative speed between the own vehicle speed and the following vehicle speed increases.   The vehicle driving support device according to claim 5, wherein the parameter correction unit performs an increase correction with respect to the target acceleration within a range of a preset correction amount.   The said parameter correction means suppresses the acceleration of the own vehicle by performing the correction | amendment which reduces the acceleration upper limit set with respect to the said target acceleration as correction | amendment of the said control parameter. The vehicle driving support device according to claim 7.   9. The vehicle driving support device according to claim 8, wherein the parameter correction unit decreases the acceleration upper limit value as the distance between the following vehicles increases.   9. The vehicle driving support apparatus according to claim 8, wherein the parameter correction means decreases the acceleration upper limit value as the relative speed between the own vehicle speed and the following vehicle speed increases.   The vehicle driving support device according to claim 9 or 10, wherein the parameter correction unit performs a decrease correction for the acceleration upper limit value within a preset correction amount range.   The parameter correction means is a case where the succeeding vehicle detected at the time of traffic congestion is a large vehicle, and the succeeding vehicle exhibits a behavior that makes the distance between the succeeding vehicles wider than the distance between the preceding vehicles. The control parameter is not corrected when at least one of the own vehicle speed and the following vehicle speed is less than the set vehicle speed. The vehicle driving support apparatus according to claim.   The parameter correction means is a case where the succeeding vehicle detected at the time of traffic congestion is a large vehicle, and the succeeding vehicle exhibits a behavior that makes the distance between the succeeding vehicles wider than the distance between the preceding vehicles. The vehicle driving support device according to any one of claims 1 to 12, wherein the control parameter is not corrected when the host vehicle is traveling uphill. .

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