JP6841652B2 - Driving support control device - Google Patents

Description

The present invention relates to a driving support control device that executes driving support control that supports driving of a vehicle.

Conventionally, driving support control that detects the inter-vehicle distance to the preceding vehicle with a radar device that uses a radar beam such as a millimeter-wave radar, and performs driving support control that assists the driver's driving based on the detected inter-vehicle distance. The device is known. In relation to such driving support control, for example, in Patent Document 1, the irradiation range of the radar beam is set based on the steering angle of the steering wheel so that the vehicle traveling in the adjacent lane is not erroneously recognized as the preceding vehicle. The radar device to be used is disclosed.

Japanese Unexamined Patent Publication No. 7-128443

However, in the method described in Patent Document 1, if the irradiation range is changed by a slight steering operation during straight-line traveling, a vehicle traveling in the adjacent lane may be recognized as a preceding vehicle. Therefore, if the driving support control is executed with the inter-vehicle distance from the vehicle traveling in the adjacent lane as the inter-vehicle distance from the preceding vehicle, the drivability is greatly affected.

An object of the present invention is to provide a driving support control device capable of performing driving support control with a vehicle traveling in the same lane as a preceding vehicle.

The driving support control device that solves the above problems is a driving support control device that performs driving support control in which execution conditions are set for the distance between the own vehicle and the preceding vehicle, and determines the distance between the vehicle and the vehicle traveling in front. The detection unit includes a detection unit to be detected and a control unit that performs the driving support control based on the detection value detected by the detection unit. The control unit is the difference between the previous value of the detection value and the current value of the detection value. The success or failure of the execution condition is determined by using the current value as the inter-vehicle distance from the preceding vehicle on condition that the state in which the change value is equal to or less than the permissible value continues for the determination period.

For example, when the own vehicle is traveling in the first lane on a straight road with two lanes on each side, the vehicle traveling in the first lane in front of the own vehicle is set as the first leading vehicle, and the vehicle traveling in front of the own vehicle. Assuming that the vehicle traveling in the second lane adjacent to the first lane is the second preceding vehicle, the following three patterns are exemplified as the pattern in which the second preceding vehicle temporarily invades the detection range of the detection unit. To.

(A) When the detection range of the detection unit shifts to the second lane side due to a slight steering operation by the driver of the own vehicle.
(B) When the second preceding vehicle is moved toward the first lane between the first preceding vehicle and the own vehicle.

(C) When there is a curved road in which the first lane is located inside in front of the straight road, and the second preceding vehicle is traveling in the second lane of the curved road in front of the own vehicle.
In the above (a) to (c), the detection value of the detection unit changes significantly when the second preceding vehicle temporarily enters the detection range of the detection unit.

According to the above configuration, the success or failure of the execution condition is determined by using the current value of the detected value as the inter-vehicle distance from the preceding vehicle by continuing the state in which the change value of the detected value is equal to or less than the permissible value for the determination period. Therefore, even if the second preceding vehicle invades the detection range of the detection unit and the detection value changes temporarily as described in (a) to (c) above, the driving support control is performed with the second preceding vehicle as the preceding vehicle. It is possible to avoid being struck. Further, for example, when the driving support control is performed with the first preceding vehicle as the preceding vehicle and the second preceding vehicle interrupts between the own vehicle and the first preceding vehicle, the detection value changes thereafter. When the determination period elapses when the value is equal to or less than the permissible value, the driving support control can be performed for the second preceding vehicle. From these facts, according to the above-mentioned configuration, the driving support control can be performed with the vehicle traveling in the same lane as the preceding vehicle.

In the driving support control device, when the state in which the change value is equal to or less than the allowable value does not continue for the determination period, the current value satisfies the execution condition and the driving support The driving support control may be continued on condition that the control is being executed.

The driving support control executed by the own vehicle immediately before the second preceding vehicle enters the detection range is the driving support control for the first preceding vehicle. According to the above configuration, when the inter-vehicle distance from the first preceding vehicle satisfies the execution condition, the second preceding vehicle temporarily enters the detection range of the detection unit as described in (a) and (b) above. Even so, if the driving support control is being executed, the driving support control is continued. As a result, it is possible to prevent the drivability from suddenly changing due to the temporary intrusion of the second preceding vehicle.

In the driving support control device, when the control unit continues the driving support control, it is preferable that the control unit performs the same control as the driving support control being executed.
According to the above configuration, since the same control as the driving support control being executed is continuously performed, the change in drivability caused by the driving support control can be further suppressed.

In the driving support control device, when the own vehicle is stopped, the control unit determines the success or failure of the execution condition by using the current value as the inter-vehicle distance from the preceding vehicle.
By determining the success or failure of the execution condition based on the current value of the detected value when the own vehicle is stopped as in the above configuration, the driving support control after starting can be smoothly executed.

The block diagram which shows the schematic structure of the vehicle which carries one Embodiment of the driving support control device. The block diagram which shows the schematic structure of the microcontroller which constitutes each ECU. The figure which shows the outline of the driving support control schematically. (A) (b) (c) The figure which shows typically the example in the case where the change value exceeds the permissible value. The flowchart which shows an example of the discrimination process. (A) (b) The figure which shows typically the situation which the 2nd preceding vehicle interrupted. A flowchart showing an example of selection processing.

An embodiment of the driving support control device will be described with reference to FIGS. 1 to 7.
A schematic configuration of a vehicle equipped with a driving support control device will be described with reference to FIG.
As shown in FIG. 1, the vehicle 10 which is the own vehicle is a hybrid vehicle equipped with an engine 11 and a motor generator (hereinafter referred to as M / G) 12 as a power source. The rotating shaft 13 of the engine 11 and the rotating shaft 14 of the M / G 12 are connected by a clutch 15 so as to be engaged and disengaged. The rotating shaft 14 of the M / G 12 is connected to the drive wheels 18 via the transmission 16 and the drive shaft 17.

The engine 11 is, for example, a diesel engine having a plurality of cylinders, and a torque for rotating a rotating shaft 13 is generated by burning fuel in each cylinder. The torque generated by the engine 11 is transmitted to the drive wheels 18 via the rotation shaft 14, the transmission 16, and the drive shaft 17 of the M / G 12 when the clutch 15 is in the connected state.

The M / G 12 functions as a motor that generates torque for rotating the rotating shaft 14 by supplying the electric power stored in the battery 20, which is a rechargeable secondary battery, via the inverter 21. The torque generated by the M / G 12 is transmitted to the drive wheels 18 via the transmission 16 and the drive shaft 17. Further, the M / G 12 functions as a generator that stores the electric power generated by utilizing the rotation of the rotating shaft 14 when the accelerator is off, in the battery 20 via the inverter 21.

The transmission 16 shifts the torque of the rotating shaft 14 of the M / G 12, and transmits the changed torque to the drive wheels 18 via the drive shaft 17. The transmission 16 is configured so that a plurality of gear ratios Rt can be set. The transmission 16 may be an automatic transmission in which the gear ratio Rt changes stepwise, or a continuously variable transmission in which the gear ratio Rt changes continuously.

When the M / G 12 functions as a motor, the inverter 21 converts the DC voltage from the battery 20 into an AC voltage to supply electric power to the M / G 12. Further, when the inverter 21 functions the M / G 12 as a generator, the inverter 21 converts the AC voltage from the M / G 12 into a DC voltage and supplies it to the battery 20 to charge the battery 20.

The engine 11, the inverter 21, the clutch 15, and the transmission 16 described above are controlled by the control device 30 that controls the vehicle 10.
The control device 30 is composed of a hybrid ECU 31, an engine ECU 32, an inverter ECU 33, a battery ECU 34, a transmission ECU 35, an information ECU 36, and the like, and the ECUs 31 to 36 are connected to each other via, for example, CAN (Control Area Network). ..

As shown in FIG. 2, each ECU 31 to 36 is configured around a microcontroller 40 in which a processor 41, a memory 42, an input interface 43, an output interface 44, and the like are connected to each other via a bus 45. Each ECU 31 to 36 acquires the state information which is the information about the state of the vehicle 10, and executes various processes based on the acquired state information, the control program stored in the memory 42, and various data.

As shown in FIG. 1, the hybrid ECU 31 acquires various information output by each of the ECUs 32 to 36 via an input interface. For example, the hybrid ECU 31 has, as an acquisition unit, an accelerator opening ACC which is the opening degree of the accelerator pedal 51, an engine rotation speed Ne which is the rotation speed of the rotation shaft 13 of the engine 11, and an engine 11 based on a signal from the engine ECU 32. The fuel injection amount Gf and the like in the above are acquired. The hybrid ECU 31 has a motor rotation speed Nm, which is the rotation speed of the rotation shaft 14 of the M / G 12 based on the signal from the inverter ECU 33, and a charge rate SOC (State Of Charge) of the battery 20 based on the signal from the battery ECU 34. And so on. The hybrid ECU 31 acquires the engagement / disengagement state of the clutch 15, the gear ratio Rt in the transmission 16, and the like based on the signal from the transmission ECU 35. Based on the signal from the information ECU 36, the hybrid ECU 31 acquires the vehicle speed, the inclination angle of the traveling path, the presence / absence of the preceding vehicle located in front of the vehicle 10, the inter-vehicle distance to the preceding vehicle, the relative speed, and the like.

The hybrid ECU 31 generates various control signals based on the acquired information, and outputs the generated control signals to the ECUs 32 to 36.
The hybrid ECU 31 calculates an engine instruction torque Teref, which is an instruction torque to the engine 11, and outputs a control signal indicating the calculated engine instruction torque Teref to the engine ECU 32.

The hybrid ECU 31 calculates a motor instruction torque Tmref which is an instruction torque for the M / G 12, and outputs a control signal indicating the calculated motor instruction torque Tmref to the inverter ECU 33.

The hybrid ECU 31 outputs a control signal instructing the engagement / disengagement of the clutch 15 and a control signal indicating the gear ratio Rt in the transmission 16 to the transmission ECU 35. For example, the hybrid ECU 31 outputs a control signal for controlling the clutch 15 to the disengaged state to the transmission ECU 35 when the vehicle 10 is driven only by the M / G 12 or when the M / G 12 functions as a generator while traveling on a downward slope. To do. The hybrid ECU 31 outputs a control signal for controlling the clutch 15 to the connected state to the transmission ECU 35 when the vehicle 10 is driven by the engine 11 or when the battery 20 is charged by driving the engine 11. The hybrid ECU 31 outputs a control signal indicating a gear ratio Rt suitable for the accelerator opening ACC, the engine speed Ne, the motor speed Nm, and the like at each time to the transmission ECU 35.

The engine ECU 32 controls the output of the engine 11 by controlling the fuel injection amount Gf, the injection timing, and the like so that the torque corresponding to the engine instruction torque Teref input from the hybrid ECU 31 acts on the rotating shaft 13.

The inverter ECU 33 controls the inverter 21 so that a torque corresponding to the motor indicated torque Tmref input from the hybrid ECU 31 acts on the rotating shaft 14. The motor instruction torque Tmref is referred to as a running torque when the M / G 12 functions as a motor, and a power generation torque when the M / G 12 functions as a generator. Further, the generated torque when the accelerator pedal 51 is in the off state is called a regenerative torque.

The battery ECU 34 monitors the charge / discharge current of the battery 20 and calculates the charge rate SOC of the battery 20 based on the integrated value of the charge / discharge current.
The transmission ECU 35 controls the engagement / disengagement of the clutch 15 in response to the engagement / disengagement request of the clutch 15 from the hybrid ECU 31. Further, the transmission ECU 35 controls the gear ratio Rt of the transmission 16 based on the control signal indicating the gear ratio Rt from the hybrid ECU 31.

The information ECU 36 determines the vehicle speed of the vehicle 10, the inclination angle of the traveling path, the presence or absence of the preceding vehicle, and the preceding vehicle based on the signal from the information acquisition unit 53 including the vehicle speed sensor, the inclination angle sensor, the inter-vehicle distance sensor, and the like. Obtain information such as the distance between vehicles and the relative speed.

The outline of the driving support control executed by the hybrid ECU 31 constituting the driving support control device will be described with reference to FIG. The hybrid ECU 31 is configured to be able to execute the driving support control when the operation switch that permits the execution of the driving support control is in the ON state based on the signal from the operation unit 55 operated by the driver.

As shown in FIG. 3, the hybrid ECU 31 controls driving support for the preceding vehicle 10p when the preceding vehicle 10p exists within the detection range D of the inter-vehicle sensor, which is a detection unit, based on the signal from the information ECU 36. To execute. In the driving support control, the hybrid ECU 31 outputs the engine 11 and the output of the M / G 12 so that the inter-vehicle distance Xact is maintained at the target inter-vehicle distance Xref when the inter-vehicle distance Xact becomes smaller than the target inter-vehicle distance Xref according to the vehicle speed Vf. To control. For example, the hybrid ECU 31 limits the engine torque output by the engine 11 and the traveling torque output by the M / G 12 based on the relative speed ΔV (= Vf-Vp), the inter-vehicle distance Xact, the target inter-vehicle distance Xref, and the like. As a result, acceleration limit control for decelerating the vehicle 10 is performed. Further, for example, the hybrid ECU 31 generates braking force by setting the output of the M / G 12 to the regenerative torque, and performs braking force control for decelerating the vehicle 10. That is, these driving support controls have an execution condition that the inter-vehicle distance Xact is smaller than the target inter-vehicle distance Xref.

By the way, the above-mentioned driving support control targets a vehicle traveling in the same lane as a preceding vehicle. Therefore, for example, when the inter-vehicle distance sensor detects the inter-vehicle distance to the vehicle traveling in the adjacent lane and the driving support control is executed based on the detected inter-vehicle distance, the inter-vehicle distance suddenly increases. Drivability changes greatly depending on the change. With reference to FIGS. 4 (a) to 4 (c), a case where the inter-vehicle distance sensor detects the inter-vehicle distance from the vehicle traveling in the adjacent lane will be illustrated.

In the first case, as shown in FIG. 4A, when the vehicle 10 is traveling behind the first preceding vehicle 101 in the left lane 60L, the detection range of the inter-vehicle distance sensor is obtained by a slight steering operation by the driver. This is the case where D shifts to the right. In this case, the second preceding vehicle 102 traveling in the right lane 60R enters the detection range D of the inter-vehicle distance sensor.

In the second case, as shown in FIG. 4B, when the vehicle 10 is traveling behind the first preceding vehicle 101 in the left lane 60L, the second preceding vehicle 102 is the first preceding vehicle 101 and the vehicle. This is a case where the width is temporarily moved between 10 and 10.

In the third case, as shown in FIG. 4C, when the vehicle 10 is traveling in the left lane 60L of the straight road 60, the right lane 61R of the left turn road 61 in front of the straight road 60 is entered. This is a case where the traveling second preceding vehicle 102 is located in front of the vehicle 10.

Therefore, the hybrid ECU 31 repeatedly executes the determination process of determining whether or not the inter-vehicle distance Xact detected by the inter-vehicle sensor is treated as the inter-vehicle distance with the preceding vehicle to be the target of the driving support control. In the following, the previous value of the inter-vehicle distance detected by the inter-vehicle distance sensor is referred to as the inter-vehicle distance Xold, and the current value of the inter-vehicle distance detected by the inter-vehicle distance sensor is referred to as the inter-vehicle distance Xact.

As shown in FIG. 5, in the discrimination process, the hybrid ECU 31 determines whether or not the vehicle 10 is running based on, for example, the vehicle speed Vf (step S101).
When the vehicle 10 is running (step S101: YES), the hybrid ECU 31 calculates a change value ΔX which is an absolute value of the difference between the inter-vehicle distance Xold and the inter-vehicle distance Xact, and the calculated change value ΔX is an allowable value. It is determined whether or not it is ΔXth or less (step S102). The permissible value ΔXth is the maximum value that can normally be taken as a change in the inter-vehicle distance from the preceding vehicle traveling in the same lane in the detection cycle of the inter-vehicle sensor. The permissible value ΔXth can be changed according to the vehicle speed by storing the permissible value ΔXth according to the vehicle speed in the memory 42, for example. According to such a configuration, it is possible to set a permissible value ΔXth suitable for the traveling situation of the vehicle 10 at that time.

When the change value ΔX is larger than the permissible value ΔXth (step S102: NO), the hybrid ECU 31 resets the count value C (k) to the initial value n (step S103). The count value C (k) is a value for determining whether or not the state in which the change value ΔX is equal to or less than the allowable value ΔXth continues during the determination period Tj. The determination period Tj is a preset period, for example, 2000 msec. The initial value n is a value obtained by dividing the determination period Tj by the detection cycle of the inter-vehicle sensor. Then, the hybrid ECU 31 sets 0 to the value of the flag F1 indicating whether or not the state in which the change value ΔX is equal to or less than the allowable value ΔXth continues in the determination period Tj (step S104), and temporarily ends the series of processes. .. The determination period Tj can be changed according to the vehicle speed by storing the determination period Tj according to the vehicle speed in the memory 42, for example. According to such a configuration, the determination period Tj suitable for the traveling condition of the vehicle 10 at that time can be set.

On the other hand, when the change value ΔX is equal to or less than the allowable value ΔXth (step S102: YES), the hybrid ECU 31 decrements the previous value C (k-1) of the count value C (k) with the minimum value set to 0 (step S102: YES). Step S105), it is determined whether or not the count value C (k) has reached 0 (step S106). When the count value C (k) is 0 (step S106: YES), the hybrid ECU 31 sets the value of the flag F1 to 1 on the assumption that the state in which the change value ΔX is equal to or less than the allowable value ΔXth continues for the determination period Tj. Is set (step S107), and a series of processes is temporarily terminated. On the other hand, when the count value C (k) is not 0 (step S106: NO), the hybrid ECU 31 sets the value of the flag F1 to 0 (step S104), and temporarily ends a series of processes.

Further, when the vehicle 10 is stopped (step S101: NO), the hybrid ECU 31 sets the value of the count value C (k) to 0 and then sets the value of the flag F1 to 1 (step S108). Step S107), the series of processes is temporarily terminated.

According to such a discrimination process, in the cases shown in FIGS. 4A to 4C, the count value is counted in step S103 due to the temporary entry of the second preceding vehicle 102 into the detection range D of the inter-vehicle sensor. C (k) is reset to the initial value n, and the value of the flag F1 is set to 0 in step S104.

Further, as shown in FIGS. 6 (a) and 6 (b), when the second preceding vehicle 102 interrupts between the vehicle 10 and the first preceding vehicle 101, the detection range D of the inter-vehicle sensor is changed to the second. 2 Since the preceding vehicle 102 continues to exist, the value of the flag F1 changes from 0 to 1 when the determination period Tj elapses. As a result, the driving support control for the second preceding vehicle 102 is performed.

Further, when the vehicle 10 is stopped (step S101: NO), the value of the flag F1 is set to 1, and the inter-vehicle distance Xact is treated as the inter-vehicle distance with the preceding vehicle which is the target of the driving support control. Therefore, for example, it is possible to perform driving support control after starting with a vehicle stopped immediately before the vehicle 10 as a preceding vehicle.

Next, with reference to FIG. 7, the selection process repeatedly executed by the hybrid ECU 31 based on the value of the flag F1 described above will be described. In the selection process, the hybrid ECU 31 selects a control method for the vehicle 10 based on the inter-vehicle distance Xact, the target inter-vehicle distance Xref, the value of the flag F1, and the like, and controls the vehicle 10 by the selected control method.

As shown in FIG. 7, the hybrid ECU 31 first determines whether or not the vehicle exists in the detection range D of the inter-vehicle sensor based on the signal from the information ECU 36 (step S201). When the vehicle does not exist in the detection range D (step S201: NO), the hybrid ECU 31 selects normal control as one that does not require driving support control (step S202), and ends a series of processes. In the normal control of step S202, the hybrid ECU 31 outputs the engine instruction torque Teref and the motor instruction torque Tmref so that the output corresponding to the required torque Tdrv can be obtained based on, for example, the required torque Tdrv from the driver.

On the other hand, when the vehicle exists in the detection range D (step S201: YES), the hybrid ECU 31 subsequently determines whether or not the value of the flag F1 is 1 (step S203). When the value of the flag F1 is 1 (step S203: YES), that is, when the state in which the change value ΔX is equal to or less than the allowable value ΔXth continues for the determination period Tj or more, the hybrid ECU 31 has the hybrid ECU 31 in which the inter-vehicle distance Xact is the target inter-vehicle distance. It is determined whether or not it is smaller than Xref (step S204). When the inter-vehicle distance Xact is equal to or greater than the target inter-vehicle distance Xref (step S204: NO), the hybrid ECU 31 selects normal control as not requiring driving support control (step S202), and ends a series of processes.

On the other hand, when the inter-vehicle distance Xact is smaller than the target inter-vehicle distance Xref (step S204: YES), the hybrid ECU 31 determines whether or not the accelerator pedal 51 is in the on state (ACC ≠ 0) (step S205). When the accelerator pedal 51 is in the on state (step S205: YES), that is, when the driver's driving intention is not the deceleration of the vehicle 10, the hybrid ECU 31 selects the first acceleration limit control (step S206), and a series of series. End the process. In the first acceleration limit control in step S206, the hybrid ECU 31 limits the engine instruction torque Teref and the motor instruction torque so that the inter-vehicle distance Xact becomes the target inter-vehicle distance Xref based on the inter-vehicle distance Xact, the target inter-vehicle distance Xref, and the like. Calculate the limit value of Tmref. Then, the hybrid ECU 31 outputs the engine instruction torque Teref and the motor instruction torque Tmref with the upper limit values thereof as the upper limit based on the required torque Tdrv from the driver. Fuel consumption can be reduced by such acceleration limit control.

On the other hand, when the accelerator pedal 51 is in the off state (step S205: NO), that is, when the driver's driving intention is deceleration of the vehicle 10, the hybrid ECU 31 selects the first braking force control (step S207). End a series of processing. In the first braking force control in step S207, the hybrid ECU 31 applies a regenerative torque based on the inter-vehicle distance Xact, the target inter-vehicle distance Xref, and the like so that the braking force at which the inter-vehicle distance Xact is the target inter-vehicle distance Xref acts on the vehicle 10. It is calculated and the regenerative torque is output as the motor indicated torque Tmref. By such braking force control, the kinetic energy of the vehicle 10 can be obtained as regenerative energy.

Further, when the value of the flag F1 is 0 in step S203 (step S203: NO), the hybrid ECU 31 determines whether or not the inter-vehicle distance Xact is smaller than the target inter-vehicle distance Xref (step S208). When the inter-vehicle distance Xact is equal to or greater than the target inter-vehicle distance Xref (step S208: NO), for example, although the second preceding vehicle 102 interrupts in front of the vehicle 10, the interruption position is separated from the vehicle 10 by the target inter-vehicle distance Xref or more. If so, the hybrid ECU 31 selects normal control as one that does not require driving support control (step S202), and ends a series of processes. On the other hand, when the inter-vehicle distance Xact is smaller than the target inter-vehicle distance Xref (step S208: YES), whether the hybrid ECU 31 is executing the driving support control, that is, whether the driving support control is selected in the previous selection process. It is determined whether or not (step S209).

When the driving support control is being executed (step S209: YES), the hybrid ECU 31 determines whether or not the driving support control is the acceleration limit control (step S210). In the case of acceleration limit control (step S210: YES), the hybrid ECU 31 selects the second acceleration limit control (step S211). The acceleration limit control referred to in step S211 includes the first acceleration control in step S206 and the second acceleration control in step S211. In the second acceleration limit control, the hybrid ECU 31 outputs the engine instruction torque Teref and the motor instruction torque Tmref calculated in the previous selection process as instruction torques. On the other hand, when the acceleration limit control is not performed (step S210: NO), the hybrid ECU 31 selects the second braking force control (step S212). In the second braking force control, the hybrid ECU 31 outputs the regenerative torque calculated in the previous selection process as the motor indicated torque Tmref.

That is, in the second acceleration limit control and the second braking force control, in the hybrid ECU 31, the inter-vehicle sensor detects the inter-vehicle distance Xact with the second preceding vehicle 102 during the execution of the driving support control for the first preceding vehicle 101. Even if this is done, the driving support control for the first preceding vehicle 101 is continuously performed.

According to the hybrid ECU 31 of the above embodiment, the effects listed below can be obtained.
(1) The hybrid ECU 31 is executed under the condition that the state in which the change value ΔX of the inter-vehicle distance Xact is equal to or less than the permissible value ΔXth continues for the determination period Tj, and the inter-vehicle distance Xact is set as the inter-vehicle distance Xact with the preceding vehicle. Judge the success or failure of (Xact <Xref). Therefore, for example, even if a preceding vehicle traveling in the adjacent lane temporarily enters the detection range D of the inter-vehicle distance sensor, it is possible to avoid performing driving support control for the preceding vehicle.

(2) Further, as shown in FIGS. 6A and 6B, when the second preceding vehicle 102 interrupts, it is subsequently determined that the change value ΔX is equal to or less than the allowable value ΔXth. By continuing the period Tj, the driving support control can be performed for the second preceding vehicle 102.

(3) When the change value ΔX becomes larger than the permissible value ΔXth during the execution of the driving support control, the hybrid ECU 31 continues the driving support control being executed at that time. As a result, even if the second preceding vehicle 102 temporarily enters the detection range D of the inter-vehicle distance sensor, the driving support control is not performed for the second preceding vehicle 102. Therefore, it is possible to suppress a large change in drivability due to a sudden change in the inter-vehicle distance Xact.

(4) Further, when the driving support control is continued, the hybrid ECU 31 applies the same indicated torque as the previous indicated torque to the engine 11 and the second braking force control (step S211) and the second braking force control (step S212). Output to each of M / G12. That is, the hybrid ECU 31 performs the same control as the driving support control that was executed immediately before. As a result, changes in drivability can be further suppressed.

(5) When the vehicle 10 is stopped, the hybrid ECU 31 treats the current value of the inter-vehicle distance Xact as the inter-vehicle distance Xact with the preceding vehicle. Therefore, since the inter-vehicle distance Xact is treated as the inter-vehicle distance from the preceding vehicle immediately after the start, the driving support control after the start can be smoothly executed.

The above embodiment can be modified as appropriate and implemented as follows.
-The vehicle 10 is not limited to a hybrid vehicle having an engine 11 and an M / G 12 as a power source, but may be a vehicle having only an engine 11 as a power source, or may have only an M / G 12 as a power source. It may be applied to automobiles. Further, the engine 11 is not limited to a diesel engine, and may be a gasoline engine or a gas engine.

-In the discrimination process, the process of step S101 and the process of step S108 may be omitted. That is, the hybrid ECU 31 may set the count value C (k) and the value of the flag F1 depending on whether or not the change value ΔX is equal to or less than the allowable value ΔXth even when the vehicle 10 is stopped. ..

The driving support control executed in steps S211 and S212 of the selection process does not have to be the same control using the same value as the driving support control executed at the time of detecting the inter-vehicle distance Xold. For example, when the hybrid ECU 31 executes the second braking force control in step S212, the regenerative torque may be increased as the inter-vehicle distance Xact becomes smaller. It is preferable that the increase in the regenerative torque is such that the driver does not notice the increase in the regenerative torque. With such a configuration, more regenerative energy can be obtained.

In the selection process, the hybrid ECU 31 may select normal control when the state in which the change value ΔX is equal to or less than the allowable value ΔXth does not continue in the determination period Tj (step S203: NO).

-The acceleration limit control is not limited to the method of calculating the limit value of the engine instruction torque Teref and the limit value of the motor instruction torque Tmref, and may be a method of limiting the input value of the accelerator opening ACC. That is, when the actual accelerator opening ACC is 80%, the hybrid ECU 31 may perform acceleration limit control by treating the accelerator opening ACC as 70%.

The control device 30 is not limited to one composed of a plurality of ECUs 31 to 36, and may be composed of one ECU having the functions of each of the ECUs 31 to 36.
The method of measuring the state in which the change value ΔX is equal to or less than the permissible value ΔXth is not limited to the method using the counter count value C (k), and may be, for example, a method using a timer.

-The driving support control may be any one in which execution conditions are set for the inter-vehicle distance Xact. For example, for this reason, the driving support control is not limited to the acceleration limit control and the braking force control described above, but is a driving support control that follows the preceding vehicle while maintaining the inter-vehicle distance Xact at the target inter-vehicle distance Xref according to the vehicle speed Vf. You may. Further, the above-mentioned driving support control may be executed in automatic driving in which the vehicle 10 can travel without any operation of the accelerator pedal, steering wheel, or the like by the driver.

10 ... vehicle, 10p ... preceding vehicle, 11 ... engine, 12 ... motor generator, 13, 14 ... rotating shaft, 15 ... clutch, 16 ... transmission, 17 ... drive shaft, 18 ... drive wheel, 20 ... battery, 21 ... inverter , 30 ... Control device, 31 ... Hybrid ECU, 32 ... Engine ECU, 33 ... Inverter ECU, 34 ... Battery ECU, 35 ... Transmission ECU, 36 ... Information ECU, 40 ... Microcontroller, 41 ... Processor, 42 ... Memory, 43 ... Input interface, 44 ... Output interface, 45 ... Bus, 51 ... Accelerator pedal, 53 ... Information acquisition unit, 55 ... Operation unit, 60 ... Straight road, 60L ... Left lane, 60R ... Right lane, 61 ... Left turn road, 61R ... right lane, 101 ... first leading vehicle, 102 ... second leading vehicle.

Claims (4)

It is a driving support control device that performs driving support control in which execution conditions are set for the distance between the own vehicle and the preceding vehicle.
A detector that detects the distance between the vehicle and the vehicle traveling in front,
The acquisition unit that acquires the vehicle speed of the own vehicle and
A memory that stores the judgment period according to the vehicle speed, and
It includes a vehicle speed acquired by the acquisition unit, a determination period stored in the memory, and a control unit that performs the driving support control based on the detection value detected by the detection unit.
The control unit is conditioned on the condition that the state in which the change value, which is the difference between the previous value of the detection value and the current value of the detection value, is equal to or less than the permissible value continues for a determination period according to the vehicle speed acquired by the acquisition unit. A driving support control device that determines the success or failure of the execution condition by using the current value as the inter-vehicle distance from the preceding vehicle. When the state in which the change value is equal to or less than the permissible value does not continue for the determination period, the control unit satisfies the execution condition and the driving support control is being executed. The driving support control device according to claim 1, wherein the driving support control is continued on the condition that the driving support control is continued. The driving support control device according to claim 2, wherein the control unit performs the same control as the running driving support control when the driving support control is continued. The driving support control according to any one of claims 1 to 3, wherein when the own vehicle is stopped, the control unit determines the success or failure of the execution condition by using the current value as the inter-vehicle distance from the preceding vehicle. apparatus.