JP6131900B2 - Follow-up running control device and follow-up running control method - Google Patents

Description

  The present invention relates to a follow-up running control method and a follow-up running control device that can realize smoother follow-up running by supporting the behavior of a preceding vehicle that a driver does not notice.

  Conventionally, as a follow-up running control device, a device that supports the follow-up running of a driver by generating a force that smoothly applies a brake or pushes back an accelerator pedal according to the inter-vehicle distance and relative speed with the preceding vehicle. It has been known.

  However, in such a control method, since the apparatus actively intervenes in the driving behavior of the driver, there is a possibility that the driver may be bothered.

  Therefore, conventionally, in order to reduce the troublesomeness at the start of the follow-up driving control, the acceleration of the driver when the acceleration based on the driver's intention to accelerate is larger than the original acceleration of the following running control and the inter-vehicle distance is larger than a predetermined distance. There has been proposed one in which follow-up running control is executed with acceleration based on intention (see Patent Document 1 below).

  By the way, in recent years, in order to realize smoother follow-up running, a follow-up running control device is required to support the behavior of a preceding vehicle that the driver does not notice.

  In the following Patent Document 1, as described above, the troublesomeness of device intervention at the start of follow-up running control can be reduced. However, in order to realize smoother follow-up running, There is no disclosure of support for behavior.

JP 2005-178691 A

  An object of the present invention is to provide a follow-up running control method and a follow-up run control device that can realize smoother follow-up running by supporting the behavior of a preceding vehicle that the driver does not notice.

  In the follow-up running control method of the present invention, in a predetermined follow-up running state in which the host vehicle follows the preceding vehicle, the relative speed with the preceding vehicle is equal to or less than a relative speed perception threshold determined in advance based on the perceptual characteristics of the driver. The target acceleration for the own vehicle to follow the preceding vehicle is set to be equal to or lower than an acceleration perception threshold determined in advance based on the driver's perception characteristics.

  According to this configuration, when the preceding vehicle approaches or separates at a relative speed that the driver cannot notice, acceleration / deceleration control is performed at a level that the driver cannot notice and the inter-vehicle distance is maintained. In this case, it is possible to avoid a situation in which the inter-vehicle distance changes more than expected when the driver notices, and therefore an unnecessary acceleration / deceleration operation is performed. That is, smoother follow-up traveling can be realized by assisting in the behavior of the preceding vehicle that the driver does not notice.

  In one embodiment of the present invention, the relative speed perception threshold is set based on a relationship between the relative speed perception threshold determined in advance based on the driver's perception characteristics and the inter-vehicle distance, and the inter-vehicle distance detected by the inter-vehicle distance detection means. The target acceleration is calculated as a product of the acceleration perception threshold and a value obtained by dividing the relative speed by the relative speed perception threshold.

  According to this configuration, by setting the relative speed perception threshold in accordance with the inter-vehicle distance from the preceding vehicle, it is possible to accurately provide assistance based on the driver's perceptual characteristics. The value obtained by dividing the relative speed by the relative speed perception threshold is 1 or less. For this reason, by calculating the target acceleration as the product of the acceleration perception threshold and the value obtained by dividing the relative speed by the relative speed perception threshold, the target acceleration can be reliably set to a value equal to or less than the acceleration perception threshold.

  The follow-up travel control device according to the present invention includes a follow-up running state determination unit that determines whether or not the vehicle is in a predetermined follow-up running state following the preceding vehicle, and a relative speed that detects a relative speed between the preceding vehicle and the preceding vehicle. A detection means; and a perceptibility determination means for determining whether or not the relative speed detected by the relative speed detection means is equal to or less than a relative speed perception threshold determined in advance based on a driver's perception characteristic, and the following running state When the determination means determines that the vehicle is in the predetermined follow-up running state and the perceptibility determination means determines that the relative speed is equal to or less than the relative speed perception threshold, the own vehicle follows the preceding vehicle. A target acceleration calculating means is provided for setting the target acceleration to be equal to or lower than a predetermined acceleration perception threshold based on the perceptual characteristics of the driver.

  According to this configuration, when the preceding vehicle approaches or separates at a relative speed that the driver cannot notice, acceleration / deceleration control is performed at a level that the driver cannot notice and the inter-vehicle distance is maintained. In this case, it is possible to avoid a situation in which the inter-vehicle distance changes more than expected when the driver notices, and therefore an unnecessary acceleration / deceleration operation is performed. That is, smoother follow-up traveling can be realized by assisting in the behavior of the preceding vehicle that the driver does not notice.

  In one embodiment of the present invention, an inter-vehicle distance detecting unit that detects an inter-vehicle distance, and a storage unit that stores a perceptual characteristic map indicating a relationship between the relative speed perception threshold value determined in advance based on a driver's perceptual characteristic and the inter-vehicle distance. And the perceptibility determination unit sets the relative speed perception threshold based on the perceptual characteristic map stored in the storage unit and the inter-vehicle distance detected by the inter-vehicle distance detection unit, and the target The acceleration calculating means determines that the following running state is determined by the following running state determining means, and if the relative speed is determined by the perceptibility determining means to be equal to or less than the relative speed perception threshold, The target acceleration is calculated as the product of the acceleration perception threshold and the value obtained by dividing the relative speed by the relative speed perception threshold.

  According to this configuration, by setting the relative speed perception threshold in accordance with the inter-vehicle distance from the preceding vehicle, it is possible to accurately provide assistance based on the driver's perceptual characteristics. The value obtained by dividing the relative speed by the relative speed perception threshold is 1 or less. For this reason, by calculating the target acceleration as the product of the acceleration perception threshold and the value obtained by dividing the relative speed by the relative speed perception threshold, the target acceleration can be reliably set to a value equal to or less than the acceleration perception threshold.

  In one embodiment of the present invention, the vehicle includes a host vehicle speed detecting unit that detects a host vehicle speed, and a vehicle distance detecting unit that detects an inter-vehicle distance, wherein the target acceleration calculating unit is operated by the following traveling state determining unit. When it is determined that the vehicle is in a predetermined follow-up running state, and the perceptibility determination unit determines that the relative speed is not equal to or less than the relative speed perception threshold, the target acceleration is calculated from a reciprocal of a preset target inter-vehicle time, An inter-vehicle distance control term proportional to a value obtained by subtracting a value obtained by dividing the own vehicle speed by the inter-vehicle distance, and a relative speed control term proportional to a product of a value obtained by dividing the relative speed by the inter-vehicle distance and the own vehicle speed. Is calculated as the sum of.

  According to this configuration, it is possible to execute the follow-up running control that faithfully reflects the follow-up running pattern according to the driving behavior of the driver by the follow-up running control logic. For this reason, it is possible to execute follow-up running control that matches the sense of the driver.

  In one embodiment of the present invention, there is provided notifying means for notifying the driver of the approaching state of the preceding vehicle, and it is determined by the following traveling state determining means that the predetermined following traveling state is established, and the perceptibility determining means is provided. Thus, when it is determined that the relative speed is not less than or equal to the relative speed perception threshold, a notification control unit that operates the notification unit in the approaching state of the preceding vehicle is provided.

  According to this configuration, when the host vehicle approaches the preceding vehicle by the driver's own driving behavior, the driver can be supported so that the following traveling state can be maintained by notifying the driver of the approaching state.

  According to the present invention, it is possible to provide a follow-up running control method and a follow-up running control device that can realize smoother follow-up running by supporting the behavior of a preceding vehicle that the driver does not notice.

1 is a block diagram showing a system configuration of a follow-up travel control device according to an embodiment of the present invention. Explanatory drawing which shows a perceptual characteristic map. The flowchart which shows following running control. Explanatory drawing for demonstrating the control example of the follow-up driving control which concerns on embodiment of this invention. Explanatory drawing for demonstrating the difference with the case where there is assistance by follow-up running control (1st control mode) which concerns on embodiment of this invention, and a case where it does not exist. The block diagram which shows the system configuration | structure of the follow-up running control apparatus which concerns on other embodiment of this invention. The flowchart which shows following running control.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a block diagram showing a system configuration of a follow-up travel control device 1 according to an embodiment of the present invention. In the present embodiment shown in FIG. 1, comprises a control system for automatically follow running the vehicle with respect to the preceding vehicle (ACC control system), the follow-up run control device 1 detects the vehicle speed V _s A vehicle speed sensor 2, a radar 3 for detecting an inter-vehicle distance L with a preceding vehicle, an inter-vehicle time setting unit 4 for setting an inter-vehicle time THW _tgt (inter-vehicle time = inter-vehicle distance / own vehicle speed), A storage unit 5, a control unit 6, and an engine throttle 7, a brake device 8, and a transmission 9 as a power system (including a drive system and a braking system) that are driven based on a control command signal from the control unit 6. I have.

  The radar 3 is a millimeter-wave radar that emits millimeter-wave radio waves toward the front of the vehicle. By receiving radio waves that are reflected back to the preceding vehicle (obstacle) in front of the vehicle, The inter-vehicle distance L is detected. Then, the data of the detected inter-vehicle distance L is output to the control unit 6.

The inter-vehicle time setting unit 4 accepts the setting of the inter-vehicle time THW _tgt by an appropriate operation of the occupant, and can communicate with, for example, a switch button, a dial, a touch panel of a display device, a dedicated remote controller, or the control unit 6. It is comprised by a portable communication terminal etc. The occupant, for example, selects one of the desired inter-vehicle time according to the stage of short,..., Middle,..., Long, and sets the target inter-vehicle time THW _tgt .

  The storage unit 5 is composed of, for example, a non-volatile memory such as a ROM or a hard disk, and stores various control programs for executing the control of the follow-up travel control device 1, a perceptual characteristic map, which will be described later, and the like.

FIG. 2 shows a perceptual characteristic map stored in the storage unit 5. In this perceptual characteristic map, as shown in FIG. 2, the relationship between the inter-vehicle distance L and the relative speed perception threshold V _rth is preset. Yes. The relative speed perception threshold V _rth is a limit value that allows the driver to perceive that the relative speed V _r is generated with respect to the preceding vehicle, and is a numerical value that is determined in advance based on the perceptual characteristics of the driver.

The perceptual characteristic map shown in FIG. 2 is obtained by actually performing a driving simulation using a subject, and as a result of earnest research, the present inventor has found that the inter-vehicle distance L and the relative speed perception threshold V _rth . Based on the perceptual characteristics of the driver, it was found that the relationship can be expressed by an approximate expression that draws a linear graph as shown in FIG. The following expression (1) is an approximate expression representing the relationship between the inter-vehicle distance L and the relative speed perception threshold V _rth .

ここで、図２に示す知覚特性マップでは、車間距離Ｌの値が大きい程、相対速度知覚閾値Ｖ_ｒｔｈの値が大きくなっており、相対速度Ｖ_ｒの発生を知覚することができない知覚不能領域Ａ（図２にハッチングで示す領域）の面積が増大している。これにより、相対速度Ｖ_ｒに対するドライバの感度は、車間距離Ｌが大きくなる程鈍化する傾向があることが分かる。

Here, in the perceptual characteristic map shown in FIG. 2, the larger the value of the inter-vehicle distance L, the larger the value of the relative speed perception threshold V _rth , and the non-perceptible region in which the generation of the relative speed V _r cannot be perceived. The area of A (the area indicated by hatching in FIG. 2) is increasing. Thus, the sensitivity of the driver with respect to the relative velocity V _r is found to be prone to slow enough inter-vehicle distance L increases.

The control unit 6 is connected to the vehicle speed sensor 2, the radar 3, the inter-vehicle time setting unit 4, the engine throttle 7, the brake device 8, and the transmission 9 so that various data and control command signals can be input and output, and a relative speed calculation unit 61, a support necessity determination unit 62, a control mode determination unit 63, and a target acceleration calculation unit 64. The control unit 6 includes a host vehicle speed V _s detected by the vehicle speed sensor 2, an inter-vehicle distance L detected by the radar 3, a target inter-vehicle time THW _tgt set by the inter-vehicle time setting unit 4, and a storage unit 5. The control for assisting the driver's follow-up running is executed based on the perceptual characteristic map stored in the vehicle.

The relative speed calculation unit 61 can input data of the inter-vehicle distance L from the radar 3, and calculates the relative speed V _r with the preceding vehicle by differentiating the inter-vehicle distance L with respect to time.

When the relative speed V _r calculated by the relative speed calculation unit 61 is equal to or less than a predetermined threshold value V _{th, the} support necessity determination unit 62 is in a predetermined following traveling state in which the host vehicle follows the preceding vehicle, It is determined that the control is required to support the driver's follow-up running.

When it is determined by the support necessity determination unit 62 that the control mode determination unit 63 needs to be controlled to support the driver's follow-up driving, the relative speed V _r is _{equal to} or less than the relative speed perception threshold V _rth. Depending on whether or not, one of the first and second control modes described later is selected.

Here, based on the inter-vehicle distance L detected by the radar 3, the control mode determination unit 63 reads and sets the corresponding relative speed perception threshold value V _rth from the perceptual characteristic map stored in the storage unit 5. Then, the relative speed perception threshold value V _rth is compared with the relative speed V _r calculated by the relative speed calculation unit 61.

  The target acceleration calculation unit 64 calculates the target acceleration based on different mathematical formulas depending on the selection of the first and second control modes. Then, a control command signal based on the target acceleration is generated to control the engine throttle 7, the brake device 8, and the transmission 9.

The first control mode is a control mode that is executed when the control mode determination unit 63 determines that the relative speed V _r is _{equal to} or less than the relative speed perception threshold V _rth , and in this first control mode, target acceleration calculation is performed. The unit 64 calculates the target acceleration a _x based on the calculation result of the relative speed V _r calculated by the relative speed calculation unit 61, the perceptual characteristic map data, and the following equation (2).

上記（２）式において、ａ_ｘｔｈは、加速度知覚閾値であり、記憶部５に記憶されている。この加速度知覚閾値ａ_ｘｔｈは、加速度が発生していることをドライバが知覚できる限界値のことであり、ドライバの知覚特性に基づいて予め定まる数値である。ここで、加速度知覚閾値ａ_ｘｔｈに関する上記の数値範囲は、実際に被験者を使って運転シミュレーションを行うことにより得られたものである。

In the above equation (2), a _xth is an acceleration perception threshold and is stored in the storage unit 5. The acceleration perception threshold value a _xth is a limit value that allows the driver to perceive the occurrence of acceleration, and is a numerical value that is determined in advance based on the perceptual characteristics of the driver. Here, the above numerical range regarding the acceleration perception threshold a _xth is obtained by actually performing a driving simulation using a subject.

In the first control mode, the target acceleration a _x is calculated as the product of the acceleration perception threshold a _xth and the value obtained by dividing the relative speed V _r by the relative speed perception threshold V _{rth according} to the above equation (2). In this case, since the relative speed V _r is _{equal to} or less than the relative speed perception threshold V _rth (V _r <V _rth ), the calculated target acceleration a _x is set to be equal to or less than the acceleration perception threshold a _xth .

The second control mode is a control mode based on the ACC control system, and is executed when the control mode determination unit 63 determines that the relative speed V _r is not equal to or less than the relative speed perception threshold V _rth . The goal in the second control mode, the target acceleration calculator 64, and data of the vehicle speed V _s detected by the vehicle speed sensor 2, and data of the inter-vehicle distance L detected by the radar 3, set by the inter-vehicle time setting unit 4 The target acceleration a _x (t + T) is calculated based on the inter-vehicle time THW _tgt data, the calculation result of the relative speed V _r calculated by the relative speed calculation unit 61, and the following equation (3).

上記（３）式においてＫ_１、Ｋ_２はゲインであり、記憶部５に記憶されている。

In the above equation (3), K ₁ and K ₂ are gains, which are stored in the storage unit 5.

  By the way, in recent years, it has been proposed to model a follow-up running pattern according to the driver's own driving behavior and reflect this in the follow-up running control logic.

Specifically, it is known that the driver has the habit of adjusting the inter-vehicle distance L with the preceding vehicle so that the inter-vehicle time THW is constant. It has been proposed to set the target acceleration a _x (t + T) based on the equation.

また、先行車の接近に対してドライバが車両を減速させるとき、先行車との相対速度Ｖ_ｒを車間距離Ｌで割った値と自車速度Ｖ_ｓとの積に比例するように減速度を調整する習性があることも知られており、近年では、この習性を数式化した下記（５）式に基づいて目標加速度（減速度）ａ_ｘ（ｔ＋Ｔ）を設定することも提案されている。

Further, when the driver decelerates the vehicle with respect to approaching the preceding vehicle, the deceleration to be proportional to the relative velocity V _r of the preceding vehicle to the product of the value and the vehicle velocity V _s divided by the inter-vehicle distance L It is also known that there is a habit to adjust, and in recent years, it has also been proposed to set a target acceleration (deceleration) a _x (t + T) based on the following equation (5) obtained by formulating this habit.

上記（３）式は、上記（４）式と上記（５）式とを組み合わせたものであり、第２制御モードでは、上記（３）式により、目標加速度ａ_ｘ（ｔ＋Ｔ）が、予め設定した目標車間時間ＴＨＷ_ｔｇｔの逆数から、自車速度Ｖ_ｓ（ｔ）を車間距離Ｌ（ｔ）で割った値（つまり、実際の車間時間の逆数）を減算した値に比例する第１の項（これを車間距離制御項という）と、先行車との相対速度Ｖ_ｒ（ｔ）を車間距離Ｌ（ｔ）で割った値と自車速度Ｖ_ｓ（ｔ）との積に比例する第２の項（これを相対速度制御項という）との和として設定される。

The above formula (3) is a combination of the above formula (4) and the above formula (5). In the second control mode, the target acceleration a _x (t + T) is set in advance by the above formula (3). A first term proportional to a value obtained by subtracting a value obtained by dividing the own vehicle speed V _s (t) by the inter-vehicle distance L (t) (that is, the inverse of the actual inter-vehicle time) from the reciprocal of the target inter-vehicle time THW _tgt. (This is referred to as an inter-vehicle distance control term) and a second value proportional to the product of the value obtained by dividing the relative speed V _r (t) with the preceding vehicle by the inter-vehicle distance L (t) and the host vehicle speed V _s (t). (This is called a relative speed control term).

In this case, by combining the above formula (4) and the above formula (5), compared with the case where the target acceleration a _x (t + T) is set based on the above formula (4) alone or only the above formula (5). The following traveling pattern can be faithfully reflected by the following traveling control logic. For this reason, it is possible to execute follow-up running control that matches the sense of the driver.

By the way, in the setting of the target acceleration a _x (t + T) based on the above equation (3), the ratio of the gain K ₁ of the inter-vehicle distance control term and the gain K ₂ of the relative speed control term is 1: 5-10. Is set. This driver is based on habit of recognizing changes in the relative speed than the change in inter-vehicle time more sensitively, weighted to the relative velocity control section to set the gain K ₂ relatively large, By controlling the relative speed with priority, it is possible to give the driver a sense of security.

Next, the following traveling control according to the present embodiment will be described with the flowchart shown in FIG.
First, the control unit 6 acquires data on the own vehicle speed V _s , the inter-vehicle distance L, and the target inter-vehicle time THW _tgt from the vehicle speed sensor 2, the radar 3, and the inter-vehicle time setting unit 4, and from the relative speed calculation unit 61. acquiring data about calculation result of the relative velocity _{V r} (step S31).

Next, the support necessity determination unit 62 of the control unit 6 reads the threshold value V _th from the storage unit 5 and compares the relative speed V _r calculated by the relative speed calculation unit 61 with the threshold value V _th (step S32). . Here, if the relative speed V _r is not equal to or less than the threshold value V _th (step S32: NO), the process is terminated, and if the relative speed V _r is equal to or less than the threshold value V _th (step S32: YES), it is determined whether or not support is required. The unit 62 determines that the host vehicle is in a predetermined follow-up running state and needs to be controlled to support the driver's follow-up running, and proceeds to step S33.

In step S33, the control mode determination unit 63 compares the relative speed perception threshold V _rth set based on the perceptual characteristic map stored in the storage unit 5 with the relative speed V _r . If the relative speed V _r is equal to or less than the relative speed perception threshold V _rth (step S33: YES), the control mode determination unit 63 selects the first control mode as the control mode, and the target acceleration calculation unit 64 (2) calculates the target acceleration _{a x} on the basis of equation (step S34). On the other hand, if the relative speed V _r is not less than or equal to the relative speed perception threshold V _rth (step S33: NO), the control mode determination unit 63 selects the second control mode as the control mode, and the target acceleration calculation unit 64 A target acceleration a _x (t + T) is calculated based on the equation (3) (step S35).

Next, with reference to FIG. 4 and FIG. 5 further, a control example of the follow-up running control (first control mode) according to the present embodiment will be described.
FIG. 4 is an explanatory diagram for explaining a control example of follow-up traveling control according to the present embodiment, and shows a scene in which a plurality of vehicles C1 to C7 are traveling in a sag portion.

  In the case of FIG. 4, in the leading vehicle C1, acceleration is started when the driver notices a decrease in the speed of the own vehicle while traveling uphill, and in the second vehicle (hereinafter simply referred to as the nth vehicle) C2 from the beginning. Due to the gradual change from the downhill to the uphill, the speed drops before the driver notices.

  At this time, in the vehicle C3 that is a succeeding vehicle of the vehicle C2, the inter-vehicle distance is shortened due to a decrease in the speed of the vehicle C2 that is the preceding vehicle. Then, in the vehicles C4 and C5 that are the following vehicles of the vehicle C2, the inter-vehicle distance is shortened by the brake operation of the vehicles C3 and C4 that are the preceding vehicles.

  Here, the behavior of the vehicle C2 (preceding vehicle) and the vehicle C3 (own vehicle) will be described with further reference to FIG. FIG. 5 is an explanatory diagram for explaining the difference between the case with and without the support by the follow-up running control (first control mode) according to the present embodiment, and FIG. FIG. 5B shows the change over time in the vehicle speed, and FIG. 5C shows the change over time in the inter-vehicle distance.

In FIG. 5, the relative speed V _r and the inter-vehicle distance L between the vehicles C2 and C3 when the speed of the vehicle C2 is reduced (when the relative speed is generated) are about 0.45 (m / s) and 37 (m), respectively. ing. In this case, the relative velocity perception threshold V _rth is estimated to be about 1.00 (m / s) (= 3.6 (km / h) × _1000/3600 ) from the perceptual characteristic map and the above equation (1). Therefore, it can be considered that the relative velocity V _r is _{equal to} or less than the relative velocity perception threshold V _rth . That is, it can be considered that the driver of the vehicle C3 cannot perceive a decrease in the speed of the vehicle C2.

Therefore, in the case of FIG. 5, if the vehicle C3 is not supported by the first control mode, the driver cannot notice the decrease in the speed of the vehicle C2 in the vehicle C3, so that the inter-vehicle distance L is reduced. Do not hesitate to brake. For this reason, on the left side of FIGS. 5A to 5C, after acceleration of the vehicle C2, the values of acceleration / deceleration, own vehicle speed V _s , and inter-vehicle distance L fluctuate drastically, and the following traveling is smooth. It is in a state that has not been done.

On the other hand, when the vehicle C3 is supported by the first control mode, the target acceleration a equal to or less than the acceleration perception threshold a _{xth is obtained} by the process of step S34 in FIG. 3 before the driver notices the decrease in the speed of the vehicle C2. Deceleration control is executed at _x . Therefore, on the right side of FIG. 5 (a), before the acceleration / deceleration fluctuation caused by the driver request becomes severe, deceleration control is performed with an output (approximately 0.04 (m / s ² )) below the acceleration perception threshold a _xth. Is running. Thereby, on the right side of FIGS. 5A to 5C, numerical fluctuations in the acceleration / deceleration, the own vehicle speed V _s , and the inter-vehicle distance L after the decrease in the speed of the vehicle C2 are greatly suppressed, and the follow-up traveling is performed. It is done smoothly.

As described above, the follow-up travel control device 1 according to the present embodiment determines whether the vehicle is in a predetermined follow-up running state in which the host vehicle follows the preceding vehicle. and state determining means), a relative velocity calculating section 61 for calculating the relative velocity V _r of the preceding vehicle (relative speed detecting means), the relative velocity V _r calculated by said relative velocity calculation unit 61, the sensory properties of the driver And a control mode determination unit 63 (perception availability determination unit) that determines whether or not the relative speed perception threshold V _rth is determined based on a predetermined value, and the support necessity determination unit 62 is in the predetermined following running state. When the determination is made and the control mode determination unit 63 determines that the relative speed V _r is _{equal to} or less than the relative speed perception threshold V _rth , the target acceleration a _x for the vehicle to follow the preceding vehicle is determined as the perceptual characteristic of the driver. Based on Target acceleration calculating section 64 for setting the following order determined acceleration perceptual threshold a _{value xth} and a (target acceleration calculating means).

According to follow-up running control device 1 described above, when a relative velocity V _r preceding vehicle can not be the driver aware approaches or away is to deceleration control at a level that can not be driver aware, inter-vehicle distance L Will hold. In this case, it is possible to avoid a situation in which the inter-vehicle distance L changes more than expected when the driver notices, and therefore an unnecessary acceleration / deceleration operation is performed. That is, smoother follow-up traveling can be realized by assisting in the behavior of the preceding vehicle that the driver does not notice.

  Further, by performing acceleration / deceleration control at a level that cannot be noticed by the driver, it is possible to reduce the troublesomeness that the follow-up traveling control device 1 is intervening. As a result, the driver can feel that his / her driving behavior is smoothly following the vehicle and can feel that his / her driving has improved. For this reason, the comfort of the driver can be improved. Moreover, the effect that the fuel consumption of a vehicle can be improved by reducing unnecessary acceleration / deceleration operations is also obtained.

Further, in the follow-up travel control device 1 of the present embodiment, the relationship between the radar 3 that detects the inter-vehicle distance L (inter-vehicle distance detection means) and the relative speed perception threshold V _{rth that} is determined in advance based on the perceptual characteristics of the driver and the inter-vehicle distance L The control mode determination unit 63 stores the relative speed perception threshold value V _rth in the perception characteristic map stored in the storage unit 5 and the inter-vehicle distance L detected by the radar 3. The target acceleration calculation unit 64 is determined by the support necessity determination unit 62 to be in the predetermined following running state, and the control mode determination unit 63 determines that the relative speed V _r is the relative speed perception threshold V. If it is determined that the _rth or less, calculate the target acceleration _{a x,} as the product of the acceleration perceived threshold _{a value xth,} the value obtained by dividing the _{V r} relative speed at a relative speed perception threshold _{V rth} To.

According to the follow-up running control device 1 described above, by setting the relative speed perception threshold value V _rth according to the inter-vehicle distance L with respect to the preceding vehicle, it is possible to accurately perform assistance based on the driver's perceptual characteristics. _Further , the value obtained by dividing the relative speed V _r by the relative speed perception threshold V _rth is 1 or less. Therefore, the target acceleration a _x, and the acceleration perceptual threshold a _{value xth,} by calculating the relative velocity V _r as the product of the value obtained by dividing a relative speed perception threshold V _rth, the target acceleration a _x, reliably acceleration perceived It can be a numerical value less than or equal to the threshold value a _xth .

Further, the follow-up travel control device 1 of the present embodiment includes a vehicle speed sensor 2 (own vehicle speed detection means) that detects the own vehicle speed V _s and a radar 3 (inter-vehicle distance detection means) that detects the inter-vehicle distance L. The target acceleration calculation unit 64 is determined by the support necessity determination unit 62 to be in the predetermined following running state, and the control mode determination unit 63 determines that the relative speed V _r is not equal to or less than the relative speed perception threshold V _rth. The target acceleration a _x (t + T) is proportional to a value obtained by subtracting a value obtained by dividing the own vehicle speed V _s by the inter-vehicle distance L from the reciprocal of the preset target inter-vehicle time THW _tgt ; It is calculated as the sum of the relative speed control term proportional to the product of the value obtained by dividing the vehicle speed V _s of the relative velocity V _r in the inter-vehicle distance L.

  According to the follow-up running control device 1 described above, follow-up running control that faithfully reflects the follow-up running pattern according to the driving behavior of the driver by the follow-up running control logic can be executed. For this reason, it is possible to execute follow-up running control that matches the sense of the driver.

Further, in the following distance control method of this embodiment, the predetermined following state which the vehicle is following the preceding vehicle, the relative velocity V _r of the preceding vehicle, previously determined relative velocity perception based on perception characteristics of the driver If it is equal to or less than the threshold value V _rth , the target acceleration a _x for the _host vehicle to follow the preceding vehicle is set to be equal to or less than the acceleration perception threshold value a _xth determined in advance based on the driver's perceptual characteristics.

  According to the follow-up running control method described above, when the preceding vehicle approaches or separates at a relative speed Vr that the driver cannot notice, acceleration / deceleration control is performed at a level that the driver cannot notice and the inter-vehicle distance L is maintained. Will do. In this case, it is possible to avoid a situation in which the inter-vehicle distance L changes more than expected when the driver notices, and therefore an unnecessary acceleration / deceleration operation is performed. That is, smoother follow-up traveling can be realized by assisting in the behavior of the preceding vehicle that the driver does not notice.

  Further, by performing acceleration / deceleration control at a level that cannot be noticed by the driver, it is possible to reduce the troublesomeness that the follow-up traveling control device 1 is intervening. As a result, the driver can feel that his / her driving behavior is smoothly following the vehicle and can feel that his / her driving has improved. For this reason, the comfort of the driver can be improved. Moreover, the effect that the fuel consumption of a vehicle can be improved by reducing unnecessary acceleration / deceleration operations is also obtained.

In the follow-up running control method of the present embodiment, the relative speed perception threshold V _rth is determined based on the relationship between the relative speed perception threshold V _rth determined in advance based on the driver's perception characteristics and the inter-vehicle distance L, and the radar 3 (inter-vehicle distance detection means The target acceleration a _x is calculated as the product of the acceleration perception threshold a _xth and the value obtained by dividing the relative speed V _r by the relative speed perception threshold V _rth .

According to the follow-up running control method described above, by setting the relative speed perception threshold value V _rth in accordance with the inter-vehicle distance L with respect to the preceding vehicle, it is possible to accurately provide assistance based on the driver's perceptual characteristics. _Further , since the value obtained by dividing the relative speed V _r by the relative speed perception threshold V _rth is 1 or less, the target acceleration a _x is set to the acceleration perception threshold a _xth and the relative speed V _r as described above. By calculating as the product of the value divided by V _rth , the target acceleration a _x can be surely made a numerical value _{equal to} or less than the acceleration perception threshold a _xth .

In the above-described embodiment, the occupant operates the inter-vehicle time setting unit 4 to select one desired from the inter-vehicle time prepared in advance and set the target inter-vehicle time THW _tgt. However, the present invention is not necessarily limited to this. For example, based on information from a navigation device that provides additional driving support information such as map information, current location information, simple route guidance information, weather information transmitted from outside the vehicle, etc., an appropriate target inter-vehicle time THW _{The tgt} may be automatically set or the already set target inter-vehicle time THW _tgt may be finely adjusted.

  FIG. 6 is a block diagram showing a system configuration of the follow-up travel control device 1 according to another embodiment of the present invention. The present embodiment shown in FIG. 6 supports the follow-up running by the driver's own driving behavior, and the follow-up running control device 1 replaces the vehicle speed sensor 2 and the inter-vehicle time setting unit 4 with an accelerator opening sensor 10, A brake sensor 11 and a timer unit 12 are provided, and a notification unit 13 is newly provided as a control target of the control unit 6. The control unit 6 includes a notification control unit 65 in addition to the relative speed calculation unit 61, the support necessity determination unit 62, the control mode determination unit 63, and the target acceleration calculation unit 64. In FIG. 6, the same components as those in the previous embodiment described above are denoted by the same reference numerals and description thereof is omitted.

In the present embodiment, the support necessity determination unit 62 can input data of the inter-vehicle distance L from the radar 3. Further, the support necessity determination unit 62 can input accelerator opening degree data from the accelerator opening degree sensor 10 as accelerator operation information. The support necessity determination unit 62 has the relative speed V _r equal to or less than the threshold value V _th , the inter-vehicle distance L is near the predetermined target inter-vehicle distance L _tgt stored in the storage unit 5, and the accelerator opening is substantially constant. If there is, it is determined that the vehicle is in a predetermined follow-up running state in which the host vehicle follows the preceding vehicle. Then, the support necessity determination unit 62 determines that the control for supporting the driver's follow-up driving is necessary when the preceding vehicle approaches in a predetermined follow-up running state.

When it is determined by the support necessity determination unit 62 that the control mode determination unit 63 needs to be controlled to support the driver's follow-up driving, the relative speed V _r is _{equal to} or less than the relative speed perception threshold V _rth. Depending on whether or not, either the first control mode similar to the previous embodiment or the second control mode described later is selected.

The second control mode is a control mode that is executed when the control mode determination unit 63 determines that the relative speed V _r is not less than or equal to the relative speed perception threshold V _rth . In this second control mode, the approach of the preceding vehicle is performed. In the state, the notification control unit 65 operates the notification unit 13.

  The alerting | reporting part 13 is comprised, for example with a lamp | ramp, a buzzer, etc., and alert | reports the approach state of a preceding vehicle to a driver with light or a sound.

Next, the following traveling control according to the present embodiment will be described with reference to the flowchart shown in FIG.
First, the control unit 6 acquires data on the inter-vehicle distance L, the accelerator opening, and the brake depression amount from the radar 3, the accelerator opening sensor 10, and the brake sensor 11, respectively, and the relative speed V _r from the relative speed calculation unit 61. Data relating to the calculation result is acquired (step S71).

Next, the support necessity determination part 62 of the control part 6 determines whether it is a predetermined follow-up running state (step S72). In step S <b> 72, the support necessity determination unit 62 reads the threshold value V _th from the storage unit 5, compares the relative speed V _r calculated by the relative speed calculation unit 61 with the threshold value V _th, and also stores the target value from the storage unit 5. The inter-vehicle distance L _tgt is read, and the target inter-vehicle distance L _tgt and the inter-vehicle distance L are compared. The support necessity determination unit 62 determines whether or not the accelerator opening has changed based on the accelerator opening data input from the accelerator opening sensor 10.

The support necessity determination unit 62 determines that the _host vehicle is predetermined when the relative speed V _r is equal to or less than the threshold V _th , the inter-vehicle distance L is near the predetermined target inter-vehicle distance L _tgt , and the accelerator opening is substantially constant. It is determined that the vehicle is in the following traveling state.

  If it is determined that the vehicle is not in the predetermined follow-up running state (step S72: NO), the process ends. If it is determined that the vehicle is in the predetermined follow-up running state (step S72: YES), the process proceeds to step S73.

  In step S <b> 73, the support necessity determination unit 62 determines whether the preceding vehicle is approaching based on the data of the inter-vehicle distance L input from the radar 3. If it is determined that the preceding vehicle is not approaching (step S73: NO), the process is terminated, and if it is determined that the preceding vehicle is approaching (step S73: YES), the driver's follow-up driving is supported. It determines with it being in the state which needs the control for performing, and transfers to step S74.

In step S74, the control mode determination unit 63 executes the same process as in step S33, and if the relative speed V _r is equal to or less than the relative speed perception threshold V _rth (step S74: YES), the control mode determination unit 63 The first control mode is selected as the control mode, and the same processing as step S34 is executed (step S75). On the other hand, if the relative speed V _r is not equal to or less than the relative speed perception threshold V _rth (step S74: NO), the control mode determination unit 63 selects the second control mode as the control mode, and proceeds to step S76.

  In step S76, the notification control unit 65 determines whether or not the host vehicle is decelerating based on the driver's deceleration request based on the brake depression amount data input from the brake sensor 11. If it is determined that the host vehicle is decelerating (step S76: YES), the process ends. If it is determined that the host vehicle is not decelerating (step S76: NO), the process proceeds to step S77. To do.

In step S77, the notification controller 65 activates the timer unit 12. Then, it is determined whether or not the state in which the host vehicle is not decelerating continues for a predetermined time _Tth or longer. Here, when the state in which the host vehicle is not decelerating is interrupted by the predetermined time T _th (step S77: NO), the process is terminated, and the state in which the host vehicle is not decelerating is the predetermined time T _th. If it continues (step S77: YES), it is determined that the preceding vehicle is approaching, and the process proceeds to step S78. In step S78, the notification control unit 65 outputs a predetermined control command signal to the notification unit 13 to operate it.

As described above, the follow-up travel control device 1 of the present embodiment includes the notifying unit 13 (notifying unit) that notifies the driver of the approaching state of the preceding vehicle, and the predetermined follow-up by the support necessity determining unit 62. When it is determined that the vehicle is in the traveling state and the control mode determination unit 63 determines that the relative speed V _r is not equal to or less than the relative speed perception threshold V _rth , the notification control unit 65 that operates the notification unit 13 in the approaching state of the preceding vehicle. (Notification control means).

  According to the follow-up running control device 1 described above, when the vehicle approaches the preceding vehicle by the driver's own driving behavior, the driver is assisted so that the follow-up running state can be maintained by notifying the driver of the approaching state. Can do.

  In each of the above-described embodiments, the description has been made on the assumption that the own vehicle is a vehicle equipped with an engine. However, the present invention can also be applied when the own vehicle is an electric vehicle. In this case, instead of the engine (engine throttle 7), a motor and an inverter are provided, and the control unit generates and outputs a control command signal related to a frequency command value, a current / voltage command value, etc. to the inverter. It becomes.

In correspondence between the configuration of the present invention and the above-described embodiment,
The inter-vehicle distance detection means of the present invention corresponds to the radar 3,
Similarly,
The following running state determination means corresponds to the support necessity determination unit 62,
The relative speed calculation means corresponds to the relative speed calculation unit 61,
The perceptibility determination means corresponds to the control mode determination unit 63,
The target acceleration calculation means corresponds to the target acceleration calculation unit 64,
The vehicle speed detection means corresponds to the vehicle speed sensor 2,
The notification means corresponds to the notification unit 13,
The notification control means corresponds to the notification control unit 65,
The present invention is not limited only to the configuration of the above-described embodiment, and many embodiments can be obtained.

DESCRIPTION OF SYMBOLS 1 ... Following driving | running | working control apparatus 2 ... Vehicle speed sensor 3 ... Radar 5 ... Memory | storage part 13 ... Notification | inspection part 61 ... Relative speed calculation part 62 ... Support necessity determination part 63 ... Control mode determination part 64 ... Target acceleration calculation part 65 ... Notification control Part

Claims (6)

In a predetermined following traveling state in which the host vehicle follows the preceding vehicle, the host vehicle follows the preceding vehicle when the relative speed with the preceding vehicle is equal to or less than a relative speed perception threshold determined in advance based on the perceptual characteristics of the driver. A follow-up running control method for setting a target acceleration for the acceleration to be equal to or less than a predetermined acceleration perception threshold based on the perceptual characteristics of the driver. The relative speed perception threshold is set based on the relationship between the relative speed perception threshold and the inter-vehicle distance determined in advance based on the perceptual characteristics of the driver, and the inter-vehicle distance detected by the inter-vehicle distance detection means,
The following traveling control method according to claim 1, wherein the target acceleration is calculated as a product of the acceleration perception threshold and a value obtained by dividing the relative speed by the relative speed perception threshold. Follow-up running state determining means for determining whether or not the vehicle is in a predetermined follow-up running state following the preceding vehicle;
A relative speed detecting means for detecting a relative speed with the preceding vehicle;
A perceptibility determination unit that determines whether or not the relative speed detected by the relative speed detection unit is equal to or less than a relative speed perception threshold determined in advance based on a driver's perception characteristic;
When the following traveling state determining means determines that the vehicle is in the predetermined following traveling state, and the perceptibility determining means determines that the relative speed is equal to or less than the relative speed perception threshold, the host vehicle becomes a preceding vehicle. A follow-up travel control device comprising target acceleration calculation means for setting a target acceleration for following to an acceleration perception threshold determined in advance based on a driver's perceptual characteristics. An inter-vehicle distance detecting means for detecting an inter-vehicle distance;
Storage means for storing a perceptual characteristic map indicating a relationship between the relative speed perception threshold determined in advance based on a driver's perceptual characteristic and the inter-vehicle distance;
The perceptibility determination unit sets the relative speed perception threshold based on the perceptual characteristic map stored in the storage unit and the inter-vehicle distance detected by the inter-vehicle distance detection unit,
The target acceleration calculation means is determined to be in the predetermined follow-up running state by the follow-up running state determination means, and the relative speed is determined to be less than or equal to the relative speed perception threshold by the perceptibility determination means. 4. The follow-up travel control device according to claim 3, wherein the target acceleration is calculated as a product of the acceleration perception threshold and a value obtained by dividing the relative speed by the relative speed perception threshold. Vehicle speed detection means for detecting the vehicle speed;
An inter-vehicle distance detecting means for detecting an inter-vehicle distance,
The target acceleration calculating means is determined to be in the predetermined follow-up running state by the follow-up running state determining means, and when the relative speed is determined not to be less than or equal to the relative speed perception threshold by the perceptibility determination means, The target acceleration is a reciprocal of a preset target inter-vehicle time, an inter-vehicle distance control term proportional to a value obtained by subtracting the value obtained by dividing the own vehicle speed by the inter-vehicle distance, and the relative speed is divided by the inter-vehicle distance. 4. The follow-up traveling control device according to claim 3, wherein the following traveling control device is configured to calculate a sum of a value and a relative speed control term proportional to a product of the vehicle speed. While providing notifying means for notifying the driver of the approaching state of the preceding vehicle,
When it is determined that the predetermined following traveling state is determined by the following traveling state determination unit and the relative speed is determined not to be equal to or less than the relative speed perception threshold by the perceptibility determination unit, the approaching state of the preceding vehicle 4. The follow-up traveling control device according to claim 3, further comprising notification control means for operating the notification means.

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