JP6285809B2 - Vehicle driving support device - Google Patents

Description

  The present invention determines whether the overtaking is continued or interrupted when the preceding vehicle changes lanes in the same direction as the own vehicle during execution of the overtaking control for overtaking the preceding vehicle traveling immediately before the own vehicle. The present invention relates to a vehicle driving support device.

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

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

JP 2014-46748 A

  By the way, the preceding vehicle to be overtaken is not continuously driving in the current lane, and if the vehicle is driving on a highway or toll road, the preceding vehicle itself changes to the overtaking lane. There is also a possibility to do. When a traveling vehicle intends to change the lane to the overtaking lane, first, the turn signal lamp blinks to notify the subsequent vehicle that the lane is changed, and then accelerates to move to the overtaking lane.

  Therefore, when the succeeding vehicle tries to overtake the preceding vehicle, if it recognizes the blinking of the turn signal lamp of the preceding vehicle, the driver will normally interrupt the overtaking operation in the normal driving operation. Is observed to determine whether to continue overtaking or to suspend and travel in the driving lane. Similarly, when the vehicle is on the overtaking lane to overtake the preceding vehicle, if the preceding vehicle tries to change the lane to the overtaking lane, the behavior of the preceding vehicle is also observed and the overtaking lane is observed. Whether to continue driving or return to the driving lane.

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

  In view of the above circumstances, the present invention is based on the relationship between the preceding vehicle and the host vehicle when attempting to pass the preceding vehicle or when the preceding vehicle is changing to the passing lane while traveling on the passing lane. It is an object of the present invention to provide a vehicle driving support device that can accurately determine whether to continue or stop overtaking and reduce discomfort for the driver.

  The present invention provides a surrounding environment recognition means for recognizing the surrounding environment of the own vehicle, a driving state detection means for detecting the driving state of the own vehicle, and a preceding vehicle based on the surrounding environment recognized by the surrounding environment recognition means. And driving support means for determining whether or not the preceding vehicle can be overtaken from the relationship between the preceding vehicle and the host vehicle, wherein the driving support means overtakes the preceding vehicle. Lateral position in the traveling lane of the preceding vehicle detected based on the surrounding environment recognized by the surrounding environment recognizing means during execution of overtaking control for the vehicle and predetermined interruption determination set in the lateral position in the vehicle width direction A comparison is made with a threshold value to determine whether or not the preceding vehicle has deviated to the overtaking lane side beyond the interruption determination threshold value, and the overtaking control is interrupted when it is determined that the vehicle has deviated.

  According to the present invention, the lateral position in the vehicle width direction in the traveling lane of the preceding vehicle detected based on the surrounding environment recognized by the surrounding environment recognition means during the overtaking control for overtaking the preceding vehicle, and the vehicle width direction Compare with the predetermined interruption determination threshold set in the lateral position, and when the preceding vehicle exceeds the interruption determination threshold and is determined to be biased toward the overtaking lane, overtaking control is interrupted Therefore, when overtaking the preceding vehicle or when the preceding vehicle is about to change lanes to the overtaking lane during overtaking, it is accurately determined whether the overtaking will be continued or interrupted based on the relationship between the preceding vehicle and the host vehicle. The discomfort given to the driver can be reduced.

Configuration diagram of vehicle driving support device (A) is a bird's-eye view showing a state before the lane change to overtake the preceding vehicle, and (b) is a bird's-eye view showing a state where the preceding vehicle is going to change the course to the passing lane. Flow chart showing automatic operation control routine Flow chart showing overtaking control mode subroutine Flowchart showing control subroutine before lane change Flowchart showing control subroutine after lane change Flowchart showing interruption determination threshold value setting routine Conceptual diagram of target vehicle distance table Conceptual diagram of basic threshold table Conceptual diagram of the initial correction coefficient table (A) is a timing chart showing the relationship between the preceding vehicle lateral position, the interruption determination threshold value and the standby determination threshold value, (b) is a timing chart showing a change of the interruption determination flag when the right turn signal lamp is turned off, (C) is a timing chart showing the change of the interruption determination flag when the right turn signal lamp blinks Explanatory drawing which shows the correction gain set according to a road surface and a road condition Conceptual diagram of the vehicle lateral position correction value table Timing chart showing the change in the inter-vehicle distance between the host vehicle and the preceding vehicle and the initial correction coefficient Timing chart showing changes in the vehicle lateral position correction value and the basic threshold for changes in the vehicle lateral position and the preceding vehicle lateral position Timing chart showing change in acceleration correction value when acceleration of preceding vehicle is detected

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

  When proceeding to step S5, it is determined whether to start the overtaking control mode or the follow-up control mode with reference to the setting by the driver's automatic operation switch 23, and when the follow-up control mode is set, Proceeding to step S7, the follow-up control mode is started and the routine is exited. Note that the follow-up control mode is the same as the technique disclosed in, for example, Japanese Patent Application Laid-Open No. 2012-206700 previously filed by the present applicant, and thus the description thereof is omitted.

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

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

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

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

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

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

  First, the control subroutine before lane change shown in FIG. 5 will be described. In this subroutine, it is checked in step S31 whether or not the right turn signal lamp is blinking from the behavior of the preceding vehicle B recognized by the in-vehicle camera 22. The state in which the preceding vehicle B traveling in the traveling lane blinks the right turn signal lamp informs the subsequent vehicle that the lane is changed from the traveling lane to the overtaking lane on the highway, for example.

  If the blinking of the right turn signal lamp is not recognized, that is, if it is predicted that the preceding vehicle B will continue to travel in the driving lane, the process proceeds to step S32, and the blinking of the right turn signal lamp is recognized. If so, the process branches to step S33.

  In step S32, the interruption determination threshold value T4 is read. This interruption determination threshold value T4 is a value for predicting whether or not to change the lane to the overtaking lane from the behavior of the preceding vehicle B, and determining whether to continue or interrupt the overtaking control accordingly. This is obtained according to the interruption determination threshold value setting routine shown in FIG. The interruption determination threshold value setting routine will be described later.

  By the way, when the driver wants to change the vehicle to the overtaking lane, as described above, the right turn signal lamp blinks to inform the subsequent vehicle of the course change, and then it is biased to the right side of the traveling lane while accelerating, Move across the section line (white line between the driving lane and the overtaking lane) to the overtaking lane. Therefore, when the preceding vehicle B changes the lane to the overtaking lane, the vehicle always behaves to the right of the traveling lane. In the present embodiment, the behavior of the preceding vehicle B is detected at a lateral position (hereinafter referred to as “preceding vehicle lateral position”) L4 (see FIG. 2).

  On the other hand, when the process proceeds to step S33, a standby determination threshold value T4 'is set. As shown in FIG. 11, the standby determination threshold value T4 ′ is a value (T4 ′ ← T4-dead band width) set with a certain dead band width with respect to the interruption determination threshold value T4. This dead zone width is set in advance according to the characteristics of the host vehicle A.

  Thereafter, in step S34, the standby determination threshold value T4 ′ is compared with the preceding vehicle lateral position L4. If the preceding vehicle lateral position L4 is equal to or less than the standby threshold value T4 ′ (L4 ≦ T4 ′), the process returns to step S31. The vehicle waits until the preceding vehicle lateral position L4 exceeds the standby determination threshold value T4 ′. When the right turn signal lamp of the preceding vehicle B blinks, there is a high possibility that the preceding vehicle B will change the course to the overtaking lane. By doing so, it is possible to realize travel control in accordance with the driver's intention. When the preceding vehicle lateral position L4 exceeds the standby determination threshold value T4 '(L4> T4'), the process proceeds to step S37.

  On the other hand, when proceeding from step S32 to step S35, the preceding vehicle lateral position L4 obtained based on the surrounding environment image in front of the host vehicle photographed by the in-vehicle camera 22 is compared with the interruption determination threshold value T4. As shown in FIGS. 2 and 9, in the present embodiment, the preceding vehicle lateral position L4 is defined as the center of the vehicle lane (hereinafter referred to as “travel lane width”) L5 (hereinafter referred to as “travel lane center”). L5 / 2 is used as a reference position, and the left side is displayed as minus and the right side is displayed as plus. Accordingly, the interruption determination threshold value T4 is also set with a minus on the left side and a plus on the right side with respect to the center of the traveling lane.

  When the preceding vehicle lateral position L4 is below the interruption determination threshold value T4 (L4 <T4), that is, when the preceding vehicle B is positioned on the left side of the traveling lane with respect to the interruption determination threshold value T4, It is determined that the preceding vehicle B does not change the lane to the overtaking lane, and the process proceeds to step S36. On the other hand, when the preceding vehicle lateral position L4 is greater than or equal to the interruption determination threshold value T4 (L4 ≧ T4, see FIG. 11A), that is, the preceding vehicle B is positioned on the right side of the travel lane with respect to the interruption determination threshold value T4. If so, there is a high possibility that the preceding vehicle B will change the lane to the overtaking lane, and the process branches to step S37.

  Then, when the process proceeds from step S35 to step S36, the interruption determination flag F is cleared (F ← 0) in order to continue the overtaking control, and the process proceeds to step S38. On the other hand, when the process proceeds from step S34 or step S35 to step S37, the interruption determination flag F is set (F ← 1), and the process proceeds to step S39 (see FIGS. 11B and 11C).

  The value of the interruption determination flag F is read when the driving support control unit 11 determines whether to continue or stop the overtaking control mode before changing the lane. If F = 0, the overtaking control mode is read. And is interrupted if F = 1 (see FIG. 11). When the overtaking control mode is interrupted, the driving support control unit 11 executes steering control for causing the own vehicle A to travel along the traveling lane without changing the lane, with respect to the control units 12, 13, and 14. Let Further, the driver is informed that the overtaking control mode is interrupted by the sound from the speaker while turning off the indicator lamp indicating that the overtaking control is provided in the notification means 28. .

  Thereafter, when the process proceeds from step S36 to step S38, it is checked whether or not the lane change of the preceding vehicle B to the overtaking lane is completed. If the lane change is incomplete, the process returns to step S31. , Exit the routine. Whether or not the lane change of the preceding vehicle B has been completed is determined based on, for example, the image taken by the in-vehicle camera 22 and the drive signal output from the PS_ECU 13 to the electric power steering motor 32. Judgment is made based on whether or not the control is started. When the lane keeping control is started, it is determined that the lane change is completed.

  Further, when the process proceeds from step S37 to step S39, the follow-up control mode for following the preceding vehicle B or the set vehicle speed control is executed by the above-described driving support control unit 11 according to the preceding vehicle lateral position L4, and the routine is exited. As described above, the follow-up control mode is the same as the technique disclosed in Japanese Patent Application Laid-Open No. 2012-206700 and the like previously submitted by the applicant of the present application, and thus the description thereof is omitted.

  Thus, in the present embodiment, in the overtaking control mode before the lane change is completed, the overtaking control is performed when the preceding vehicle B tries to change the lane to the overtaking lane (right turn signal lamp blinking or L4 ≧ T4). Since the mode is interrupted and the traveling lane is caused to travel like the own vehicle A shown in FIG. 2 (b) in practice, the excessive overtaking is not continuously performed, and there is no problem given to the driver. Pleasure can be reduced.

  On the other hand, if it is determined in step S38 that the lane change has been completed, the host vehicle A moves to the overtaking lane as shown by the one-dot chain line in FIG. 2B, and the above-described overtaking control mode subroutine shown in FIG. The process branches from step S21 to step S23, and the control subroutine after lane change shown in FIG. 6 is executed.

  In this subroutine, first, in step S41, the preceding vehicle lateral position L4 is compared with the interruption determination threshold value T4. When the preceding vehicle lateral position L4 is less than the interruption determination threshold value T4 (L4 <T4), the preceding vehicle B is traveling in the traveling lane, and the possibility of changing to the overtaking lane is low, so the overtaking control is performed. The process proceeds to step S42, clears the interruption determination flag F (F ← 0), and proceeds to step S44. When the host vehicle A is running in the overtaking lane with respect to the preceding vehicle B traveling in the traveling lane, the blinking of the right turn signal lamp of the preceding vehicle B is based on the image taken by the in-vehicle camera 22. Since it is difficult to recognize, the presence or absence of blinking of the right turn signal lamp is not determined as in the control before changing the lane described above.

  On the other hand, when the preceding vehicle lateral position L4 is equal to or greater than the interruption determination threshold value T4, it is highly likely that the preceding vehicle B moves in the overtaking lane direction, so the process proceeds to step S43, and the interruption determination flag F is set (F ← 1) Exit the routine. When the interruption determination flag F is set, the driving support control unit 11 causes each of the control units 12, 13, and 14 to execute traveling control for returning the host vehicle A to the traveling lane behind the preceding vehicle B. At that time, the indicator light provided to the notification means 28 for notifying the driver that the instrument panel is being overtaken is turned off, and the overtake control mode is interrupted by the sound from the speaker. Notify that it was done.

  Further, when the process proceeds from step S42 to step S44, the inter-vehicle distance L1 between the preceding vehicle B and the host vehicle A is the required extra distance L2 (= L2 ′) obtained by adding the offset distance offset [m] to the preceding vehicle forward distance L2 ′. + Offset) Check whether it is moving forward or more. As shown by a one-dot chain line in FIG. 2B, the preceding vehicle forward distance L2 ′ set in front of the preceding vehicle B to be overtaken traveling in the traveling lane is determined so that the host vehicle A is ahead of the preceding vehicle B. A distance sufficient to enter is set based on the total length of the preceding vehicle B and the like.

This offset distance offset is a margin value set so as to cope with a sudden lane change of the preceding vehicle B, and may be a fixed value set based on the total length of the host vehicle A, or the preceding vehicle speed It may be a variable value set based on Vb. When this offset distance offset is set based on the preceding vehicle speed Vb,
offset = [(Vlim−Vb) /3.6] · t
Can be obtained from Here, Vlim is the speed limit [Km / h] and t is the time [sec] required for overtaking.

Therefore, for example, when Vlim = 100 [Km / h], Vb = 90 [Km / h], t = 4 [s],
offset = [(100−90) /3.6] · 4
= 11 [m]
It becomes.

  If L1 <L2, it is determined that a sufficient inter-vehicle distance L1 for moving the host vehicle A ahead of the preceding vehicle B is not yet secured, the process returns to step S41, and the program is repeated. On the other hand, when L1 ≧ L2, a sufficient inter-vehicle distance L1 for moving the host vehicle A ahead of the preceding vehicle B is secured, so that it is determined that the overtaking is completed and the routine is exited. The driving support control unit 11 continues the overtaking control of the host vehicle A while the interruption determination flag F is cleared (F ← 0), and when it is determined that L1 ≧ L2, the driving lane, that is, Then, steering control for moving the vehicle ahead B is performed.

  The interruption determination threshold value T4 read in step S32 of the control subroutine before lane change shown in FIG. 5 and step S41 of the control subroutine after lane change shown in FIG. 6 is set as the interruption determination threshold value setting shown in FIG. Set according to routine.

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

  If it determines with the overtaking control mode being performed and it progresses to step S52, the basic threshold value T4INI will be set based on the preceding vehicle lateral position L4. As shown in FIG. 9, this basic threshold value T4INI has a negative proportional relationship with respect to the preceding vehicle lateral position L4, and refers to a basic threshold value table having characteristics as shown in FIG. Obtained from an arithmetic expression. As described above, in the present embodiment, the preceding vehicle lateral position L4 is displayed with a minus sign on the left side and a plus sign on the right side with the traveling lane center L5 / 2 as a reference position. Accordingly, the basic threshold value T4INI is set to a lower value as the preceding vehicle lateral position L4 moves to the overtaking lane side.

  Next, when proceeding to step S53, it is checked whether the current overtaking control is control before lane change or control after lane change. Whether the control before the lane change or the control after the lane change is, for example, the behavior of the host vehicle A is estimated from the drive signal output from the PS_ECU 13 to the electric power steering motor 32 or the lane recognized based on the image taken by the in-vehicle camera 22. Judgment. And when it determines with control before lane change, it progresses to step S54, and when it determines with control after lane change, it jumps to step S56.

  In step S54, an initial correction coefficient KINI is set based on the inter-vehicle distance L1 between the preceding vehicle B and the host vehicle A. FIG. 10 shows the characteristics of the initial correction coefficient table before the lane change. As shown in the figure, the initial correction coefficient KINI is substantially proportional to the inter-vehicle distance L1, and its upper limit is 1.0. When the inter-vehicle distance L1 at the start of the overtaking control is long, it is easy for the own vehicle A to respond to the behavior of the preceding vehicle B. However, as the inter-vehicle distance L1 becomes shorter, The time margin for making the vehicle A correspond is reduced. Therefore, by setting the initial correction coefficient KINI to a higher value (where 1.0 ≧ KINI) as the inter-vehicle distance L1 increases, the interruption determination threshold value T4 is increased and the control continuation region is expanded. In other words, the overtaking control is limited by setting the initial correction coefficient KINI lower as the inter-vehicle distance L1 becomes shorter.

  Incidentally, FIG. 14 illustrates a change in the initial correction coefficient KINI with respect to a change in the inter-vehicle distance L1 when the host vehicle A passes the preceding vehicle B. As shown in FIG. 2, the vehicle width of the overtaking lane (hereinafter referred to as the “overtaking lane width”) is L6, and the own vehicle A is located at the center of the overtaking lane width L6 from the driving lane center L5 / 2. Let's move to L6 / 2). As shown in the figure, since the vehicle accelerates before the lane change, the inter-vehicle distance L1 gradually decreases, and accordingly, the basic threshold value T4INI gradually decreases. When the inter-vehicle distance L1 after the lane change reaches a predetermined distance, the basic threshold value T4INI becomes a constant value.

  Thereafter, when the process proceeds to step S55, the basic threshold value T4INI is corrected by the initial correction coefficient KINI and updated (T4INI ← KINI · T4INI). Accordingly, the basic threshold value T4INI is sequentially updated every calculation cycle.

  Next, when the process proceeds from step S53 or step S55 to step S56, the ambient environment information in the traveling direction of the host vehicle A, which is recognized based on the image captured by the in-vehicle camera 22 and the detection information by the front side radar 25, is read. . The surrounding environment information includes whether or not the overtaking lane is an oncoming lane, changes in the road surface condition (lane change from the driving lane to the overtaking lane, or vice versa), whether or not the road surface is covered with snow or frozen, Or sunny weather.

  In step S57, a threshold correction gain Gt for correcting the basic threshold T4INI is set based on the surrounding environment information. This threshold value correction gain Gt is selected and set from among a plurality of candidate correction gains G according to the priority order.

  FIG. 12 illustrates the correction gain G set by the driving support control unit 11 based on the recognized surrounding environment information. In the figure, as surrounding environment information, a rain correction gain, a snow / freezing correction gain, a road surface condition change gain, and an oncoming lane correction gain are set. On low μ roads such as when raining, snowing or freezing, vehicle controllability including acceleration control for overtaking and steering control when changing lanes is more difficult than for dry roads, increasing the time and danger of control. To do. Further, since the road is lower when snow and freezing than when raining, a correction gain G is set accordingly. Further, even when the road surface condition is different between the traveling lane in which the preceding vehicle B is traveling and the overtaking lane adjacent thereto, the correction gain G is set accordingly. On the other hand, when the overtaking lane is an oncoming lane, the degree of danger when traveling on the overtaking lane increases, so a correction gain G is set accordingly.

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

  Thereafter, the process proceeds to step S58, and the own vehicle lateral position correction value Ka is set based on the own vehicle lateral position L3. As shown in FIG. 2, the vehicle lateral position L3 is set based on an image taken by the in-vehicle camera 22 with the traveling lane center L5 / 2 as a reference. FIG. 13 shows the characteristics of the vehicle lateral position correction value table. As shown in the figure, the vehicle lateral position correction value Ka is set to a constant value (1.0) until the vehicle crosses the dividing line from the traveling lane, and is proportional to the vehicle lateral position L3 in the overtaking lane. It is increased almost in proportion to the vehicle lateral position L3. In other words, in a transitional state after the own vehicle A crosses the dividing line and moves to the overtaking lane and then shifts to the lane keeping control, the preceding vehicle B is not always traveling in a fixed position on the traveling lane, It may be possible to approach the overtaking lane.

  The own vehicle lateral position correction value Ka is set in consideration of the degree of danger due to the behavior of the preceding vehicle B moving to the right of the traveling lane and the discomfort given to the driver. That is, the vehicle lateral position correction value Ka is set to a higher value when the vehicle A travels to the right (side away from the travel lane) than the vehicle A travels to the left of the overtaking lane. The determination threshold T4 is set to a higher value when the host vehicle A travels to the right of the overtaking lane.

  As a result, if the own vehicle A travels to the left of the overtaking lane approaching the preceding vehicle B, the overtaking control is performed even if the preceding vehicle lateral position L4 becomes higher. It becomes difficult to be interrupted. As a result, the degree of danger due to the behavior of the preceding vehicle B and the discomfort given to the driver can be reduced. The vehicle lateral position correction value Ka may be obtained from an arithmetic expression corresponding to the characteristics shown in FIG.

  Thereafter, when the process proceeds to step S59, acceleration, which is a change in the vehicle speed of the preceding vehicle B, is detected, and an acceleration correction value Kc is set. That is, as shown in FIG. 16, when acceleration is not detected, the acceleration correction value Kc is set to 1.0, and when acceleration is detected, the acceleration correction value Kc is set to a predetermined value (however, the predetermined value). Set in <1.0). When the preceding vehicle B starts accelerating, there is a possibility of changing the lane to the overtaking lane, so the interruption determination threshold T4 is set low, the control interruption area is expanded, and the overtaking control is interrupted relatively early. Let This acceleration is determined to be acceleration when the acceleration obtained by time differentiation of the preceding vehicle speed Vb is compared with a predetermined acceleration determination value, and the acceleration is equal to or less than the acceleration determination value.

  Thereafter, the process proceeds to step S60, where the basic threshold value T4INI is corrected by the lateral position correction values Ka and Kc, and the value is multiplied by the threshold value correction gain Gt to calculate the interruption determination threshold value T4 (T4 ← Gt • (T4INI • Ka • Kc)), exits the routine.

  This interruption determination threshold value T4 is read in step S32 of the control routine before lane change shown in FIG. 5 and step S41 of the control subroutine after lane change shown in FIG.

  Since the interruption determination threshold value T4 is appropriately set according to the traveling conditions of the host vehicle A and the preceding vehicle B, when the host vehicle A executes the overtaking control mode, the preceding vehicle B Even when the lane is changed to the over lane, it is possible to accurately determine whether the overtaking control mode is continued or interrupted. As a result, discomfort given to the driver can be reduced, and high reliability can be obtained.

  Here, with reference to FIG. 15, changes in the vehicle lateral position correction value Ka and the basic threshold value T4INI with respect to changes in the vehicle lateral position L3 and the preceding vehicle lateral position L4 will be described. As shown in the figure, after the own vehicle A starts the overtaking control, even if the own vehicle lateral position L3 gradually increases until the lane is changed from the traveling lane to the overtaking lane, the own vehicle lateral position correction value Ka maintains a constant value. Thereafter, the own vehicle lateral position correction value Ka increases until the own vehicle A crosses the lane marking, the lane change is completed, and the lane keeping control is performed.

  On the other hand, the basic threshold value T4INI decreases as the preceding vehicle B moves from the center of the traveling lane (lane center) to the right side, that is, from the lane line side, and increases as it moves from the lane center to the left side. The situation where the preceding vehicle B is biased to the right side of the lane has a high probability of changing to the overtaking lane, so the basic threshold T4INI is set low and the overtaking control is interrupted early, giving the driver a sense of security. Can be given.

  Thus, in the present embodiment, the overtaking control before the lane change is started, when the overtaking control is started, first, it is checked whether or not the right turn signal lamp is blinking. The preceding vehicle lateral position L4 is compared with the interruption determination threshold value T4, and the overtaking control is continued until the preceding vehicle lateral position L4 falls below the interruption determination threshold value T4 (F ← 0). When L4 exceeds the interruption determination threshold value T4, it is determined that the preceding vehicle B changes the course to the overtaking lane, and the overtaking control is interrupted (F ← 1). On the other hand, when the right turn signal lamp is blinking, the preceding vehicle lateral position L4 is compared with the standby determination threshold value T4 ′, and until the preceding vehicle lateral position L4 exceeds the standby determination threshold value T4 ′, When the waiting state is maintained and the preceding vehicle lateral position L4 exceeds the waiting determination threshold value T4 ′, the preceding vehicle B is likely to change lanes, so the overtaking control is interrupted relatively early (F ← 1). ).

  In the overtaking control after the lane change, the preceding vehicle lateral position L4 is compared with the interruption determination threshold value T4, and the overtaking control is continued until the preceding vehicle lateral position L4 exceeds the interruption determination threshold value T4. If the preceding vehicle lateral position L4 exceeds the interruption determination threshold T4, it is determined that the preceding vehicle B is approaching the overtaking lane, and the overtaking control is interrupted (F ←). 1).

  Further, in the overtaking control after the lane change, as shown in the figure, the preceding vehicle lateral position L4 is compared with the standby determination threshold value T4 ′, and the preceding vehicle lateral position L4 sets the standby determination threshold value T4 ′. Until it exceeds, the overtaking control is continued (F ← 0), and when the preceding vehicle lateral position L4 exceeds the standby determination threshold value T4 ′, the overtaking control is interrupted early (F ← 1).

  Thus, in the overtaking control of the lane change, when the right turn signal lamp of the preceding vehicle B is blinking, the probability of changing the course to the overtaking lane is higher than when it is off, By disabling the overtaking control at an early stage, it is possible to reduce discomfort to the driver and provide a sense of security. Further, in the overtaking control after the lane change, when the preceding vehicle lateral position L4 exceeds the interruption determination threshold value T4, it is determined that the preceding vehicle B is approaching the overtaking lane, and the overtaking control is interrupted. Thus, similarly to the above, it is possible to reduce discomfort given to the driver and to give a sense of security.

  Note that the present invention is not limited to the above-described embodiment. For example, the value of the interruption determination flag F set in the above-described overtaking control is based on a manual operation performed by the driver without automatic driving. It can be applied in operation. That is, after starting the overtaking operation to overtake the preceding vehicle B by a manual driving operation, when the preceding vehicle B changes lanes in the same direction as the own vehicle A, the driving support device refers to the value of the interruption determination flag, The driver can be advised whether to continue or stop overtaking.

DESCRIPTION OF SYMBOLS 1 ... Vehicle driving assistance device 11 ... Driving assistance control unit,
22 ... In-vehicle camera,
23 ... Automatic operation switch,
24 ... Vehicle speed sensor,
25 ... Front side radar,
26: Rear side radar,
28 ... informing means,
A ... own vehicle,
B ... preceding car,
F: Interruption determination flag,
G: Correction gain,
Gt: Threshold correction gain,
Ka: the vehicle lateral position correction value,
Kc: acceleration correction value,
KINI ... Initial correction factor,
L1 ... inter-vehicle distance,
L2 ... Required distance for overtaking,
L2 '... Distance ahead of the preceding vehicle,
L3 ... the vehicle's lateral position,
L4 ... Preceding vehicle lateral position,
L5 / 2 ... center of the driving lane,
L6 ... Overtaking lane width,
offset ... offset distance,
T4: Interruption determination threshold value,
T4 '... standby determination threshold value,
T4INI: Basic threshold,
TL1 ... Target vehicle distance,
Va ... own vehicle speed,
Vb ... preceding vehicle speed

Claims (11)

A surrounding environment recognition means for recognizing the surrounding environment of the host vehicle;
Driving state detecting means for detecting the driving state of the host vehicle;
A vehicle provided with driving support means for detecting a preceding vehicle based on the surrounding environment recognized by the surrounding environment recognition means and for determining whether the preceding vehicle can be overtaken from the relationship between the preceding vehicle and the host vehicle. In the driving support device for
The driving support means includes a lateral position in the vehicle width direction in the travel lane of the preceding vehicle detected based on the surrounding environment recognized by the surrounding environment recognition means during execution of the overtaking control for overtaking the preceding vehicle, and the vehicle. Compared with a predetermined interruption determination threshold value set in the lateral position in the width direction, it is determined whether the preceding vehicle has deviated to the overtaking lane side beyond the interruption determination threshold value, and is determined to be uneven. When the vehicle is driven, the overtaking control is interrupted. The driving support means obtains the position and relative vehicle speed of the preceding vehicle and the host vehicle based on the surrounding environment recognized by the surrounding environment recognition means when interrupting the overtaking control, 2. The vehicle driving support apparatus according to claim 1, wherein it is determined whether or not the host vehicle can return to the rear of the preceding vehicle based on a vehicle speed. The driving support means detects the vehicle of the preceding vehicle when it detects blinking of a turn signal lamp provided on the overtaking lane side of the preceding vehicle detected based on the surrounding environment recognized by the surrounding environment recognition means. If the lateral position in the width direction is biased to the overtaking lane side beyond the interruption determination threshold and the standby determination threshold set on the opposite side of the overtaking lane from the interruption determination threshold, The vehicle driving support device according to claim 1, wherein the overtaking control is interrupted. When the host vehicle is traveling in the overtaking lane, the driving support means determines that the lateral position in the vehicle width direction of the preceding vehicle detected based on the surrounding environment recognized by the surrounding environment recognition means is the standby determination. The vehicle driving support device according to any one of claims 1 to 3, wherein the overtaking control is interrupted when the vehicle is deviated toward the overtaking lane side beyond a threshold value. The driving support means, based on the inter-vehicle distance between the preceding vehicle and the host vehicle detected based on the surrounding environment recognized by the surrounding environment recognition means, the longer the inter-vehicle distance, An initial correction coefficient for changing the intermediate determination threshold value to the overtaking lane is set, and the intermediate determination threshold value is corrected by the initial correction coefficient to set a new intermediate determination threshold value. The vehicle driving support device according to any one of claims 1 to 4. The interruption determination threshold value is set to a value that shifts to the opposite side of the overtaking lane as the lateral position in the vehicle width direction in the traveling lane of the preceding vehicle moves to the overtaking lane side. The vehicle driving support device according to any one of claims 1 to 5. 2. The interruption determination threshold value is corrected to a side opposite to the overtaking lane with a threshold correction gain set based on the surrounding environment recognized by the surrounding environment recognition unit. The vehicle driving support device according to any one of claims 6 to 6. The correction gain is variably set according to a road surface condition detected based on a surrounding environment recognized by the surrounding environment recognition unit and a situation of an overtaking lane adjacent to a traveling lane on which the preceding vehicle is traveling. The vehicle driving support device according to claim 7. The driving support means sets the interruption determination threshold value as the vehicle lateral direction position in the overtaking lane of the host vehicle moves away from the traveling lane based on the surrounding environment recognized by the surrounding environment recognizing means. 9. The vehicle lateral position correction value to be shifted to the overtaking lane side of the lane is obtained, and the interruption determination threshold value is corrected by the vehicle lateral position correction value. The vehicle driving support device according to Item. The driving support means detects acceleration of the preceding vehicle based on a change in the inter-vehicle distance between the preceding vehicle and the host vehicle obtained based on the surrounding environment recognized by the surrounding environment recognition means, and the acceleration is 10. The vehicle according to claim 1, wherein when detected, the interruption determination threshold value is corrected by a deceleration correction value that causes a transition to a side opposite to the overtaking lane. Driving assistance device. The driving support means sets the interruption determination threshold value to a higher value as the host vehicle travels away from the driving lane when the host vehicle is traveling in the overtaking lane. The vehicle driving support device according to claim 1, wherein the vehicle driving support device is a vehicle driving support device.

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