JPH10205366A - Vehicle tracking control device and control method - Google Patents

Abstract

(57) [Abstract] [Problem] An interrupt can be detected only when the laser radar captures the distance between the vehicle and the interrupted vehicle, and the detection is delayed, so that the response becomes poor in control and the risk avoidance is delayed. I could not drive safely. A following-traveling control device for a vehicle, comprising: an inter-vehicle distance detecting means between a subject vehicle and a preceding vehicle; and a following traveling control means for controlling the subject vehicle so that the following distance becomes appropriate. Means for detecting relative speed with respect to the vehicle, means for detecting front vehicle angle between own vehicle and the preceding vehicle, and a plurality of front vehicle IDs
Setting means; calculating a lateral relative speed between the host vehicle and the preceding vehicle based on the detected angle; and determining an interrupting vehicle of the preceding vehicle based on the calculated relative lateral speed. Is determined, the following control unit controls the own vehicle according to the following distance, the relative speed from the relative speed detecting unit, and the lateral relative speed from the lateral relative speed calculating unit.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle cruising control system.

[0002]

2. Description of the Related Art Conventionally, this type of vehicle following travel control means detects an inter-vehicle distance by two laser radars, and determines that an interrupt occurs when a differential value of one of the distances becomes larger than a predetermined threshold value. An apparatus for calculating a relative speed and controlling a throttle and a brake so as to change the magnitude of the deceleration based on the relative speed is disclosed in Japanese Patent Application Laid-Open No. Hei 4-31438.

[0003]

However, the conventional method is
Interrupts can only be detected from the point at which the laser radar captures the inter-vehicle distance to the interrupted vehicle, and the detection is delayed, resulting in poor control response and delay in avoiding danger, making it impossible to drive safely. there were. In addition, the relative speed in the lateral direction between the own vehicle and the preceding vehicle, the relative acceleration in the lateral direction between the own vehicle and the preceding vehicle, the time required for the preceding vehicle to reach the preceding road of the own vehicle, and the preceding vehicle reaching the preceding road of the own vehicle. Control that does not take into account the distance between the vehicle and the driver's own vehicle at the time, it is not possible to control according to the lateral movement of the interrupted vehicle that the driver operates during normal driving, giving the driver a sense of discomfort. There were also issues.

[0004]

According to a first aspect of the present invention, there is provided a vehicle follow-up cruise control device for detecting a distance between a host vehicle and a preceding vehicle;
A cruising control device for a vehicle, comprising: a cruising control device for controlling the own vehicle such that an inter-vehicle distance from the inter-vehicle distance detecting device becomes a predetermined appropriate value; A forward vehicle angle detecting unit between the own vehicle and the forward vehicle, a plurality of forward vehicle ID setting units, and an own vehicle and a forward vehicle based on an inter-vehicle distance from the inter-vehicle distance detecting unit and an angle from the forward vehicle angle detecting unit. A lateral relative speed calculating means in the lateral direction, and an interrupting vehicle determining means for determining whether or not the preceding vehicle is interrupted based on the lateral relative speed from the lateral relative speed calculating means. When it is determined that there is an interrupting vehicle, the following traveling control means automatically determines the following distance according to the following distance from the following distance detecting means, the relative speed from the relative speed detecting means, and the lateral relative speed from the lateral relative speed calculating means. vehicle Control to.

[0005]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described in detail.

FIG. 1 is a block diagram of tracking control using the lateral relative speed.

The inter-vehicle distance detecting means 1 detects the inter-vehicle distance between the host vehicle and a preceding vehicle existing in front of the own vehicle. The relative speed is detected by the relative speed detecting means 2. The front vehicle angle detection means 3 detects the angle between the host vehicle and the front vehicle. The forward vehicle ID setting means sets a forward vehicle ID for specifying a captured vehicle or an interrupting vehicle from a plurality of forward vehicles. The lateral relative speed calculating means 5 calculates the relative speed in the lateral direction between the host vehicle and the preceding vehicle from the inter-vehicle distance and the angle. The interrupting vehicle determining means 6 determines the presence or absence of an interrupting vehicle, which is the presence or absence of a preceding vehicle that changes lanes from the adjacent lane to the road ahead of the own vehicle, based on the lateral relative speed, and the degree of risk of the interrupting vehicle. When it is determined that there is an interrupting vehicle, the following vehicle inter-vehicle distance changing means 7 controls the own vehicle according to the inter-vehicle distance, relative speed, and lateral relative speed. By performing the interrupted vehicle determination and the follow-up control using the lateral relative speed in this manner, the responsiveness is good, and the follow-up traveling that matches the driver's feeling can be performed.

FIG. 2 is a block diagram of tracking control using the lateral relative speed and the lateral relative acceleration.

The lateral relative speed calculation means 8 determines the lateral relative acceleration from the lateral relative speed. The interrupting vehicle determination means 6 determines the presence or absence of the interrupting vehicle and the risk of the interrupting vehicle based on the lateral relative speed and the lateral relative acceleration. If it is determined that there is an interrupting vehicle, the following control inter-vehicle distance changing means 7 controls the own vehicle according to the following distance, relative speed, lateral relative speed, and lateral relative acceleration. As described above, by performing the interrupted vehicle determination and the following control using the lateral relative speed and the lateral relative acceleration, the responsiveness is good, and the following traveling that matches the driver's feeling can be performed.

FIG. 3 is a block diagram of tracking control using the arrival time.

The arrival time estimating means 9 estimates the time until the preceding vehicle reaches the road ahead of the own vehicle based on the lateral relative speed and the lateral relative acceleration. The presence / absence of the interrupted vehicle and the degree of danger of the interrupted vehicle are determined by the interrupted vehicle determining means 6 based on the arrival time. When it is determined that there is an interrupting vehicle, the following vehicle inter-vehicle distance changing means 7 controls the own vehicle according to the following distance, relative speed, and arrival time. By performing the interrupted vehicle determination and the following control using the arrival time as described above, the responsiveness is good, and the following running that matches the driver's feeling can be performed.

FIG. 4 is a block diagram of tracking control using the arrival time and the inter-vehicle distance at the time of arrival.

The inter-vehicle distance estimating means 10 estimates the inter-vehicle distance when the preceding vehicle reaches the road ahead of the host vehicle based on the arrival time. The presence / absence of the interrupted vehicle and the degree of danger of the interrupted vehicle are determined by the interrupted vehicle determination means 6 based on the arrival time and the inter-vehicle distance at the time of arrival. When it is determined that there is an interrupting vehicle, the following vehicle inter-vehicle distance changing means 7 controls the own vehicle according to the inter-vehicle distance, relative speed, arrival time, and arrival inter-vehicle distance. As described above, by performing the interrupted vehicle determination and the following control using the arrival time and the inter-vehicle distance at the time of arrival, the responsiveness is good, and the following traveling that matches the driver's feeling can be performed.

FIG. 5 is a block diagram of the hardware.

The distance between the own vehicle and the preceding vehicle 11 on the radar 100, the relative speed, the angle between the own vehicle and the preceding vehicle 11,
A front vehicle ID for specifying a captured vehicle and an interrupting vehicle from a plurality of front vehicles is measured. Further, the camera 101 captures an image of the front vehicle 11 and the surroundings of the host vehicle. The inter-vehicle distance, relative speed, angle, and forward vehicle ID are serial communication interfaces (hereinafter abbreviated as SCI) between the radar 100 and a microcomputer 700.
Serial communication is performed with the memory 701 and stored in the memory 704. An analog signal from the camera 101 is converted into a digital signal by an analog / digital converter (hereinafter abbreviated as A / D) 702. This data is analyzed by a central processing unit (hereinafter abbreviated as CPU) 703, and features such as a color, a maker name, a vehicle type, and a vehicle number of the preceding vehicle 11 are recognized, and the memory 70 is associated with data from the radar 100.
4 is stored. This feature recognition method is the same as the conventional method disclosed in Japanese Patent Application No. 6-159943.
Further, a pulse signal of the vehicle speed sensor 1200 that outputs a pulse corresponding to the speed of the own vehicle is counted by the timer 706, converted into a vehicle speed by the CPU 703, and stored in the memory 704.
Also, a brake switch (hereinafter abbreviated as SW) 1201 for detecting a brake operation and an operation switch (hereinafter abbreviated as an operation SW) for detecting an operation such as start or release of the following running.
A signal of the digital input / output port 1202 (hereinafter referred to as DI / O
705), and the state is stored in the memory 704. When a follow-up running start command is issued, the CPU 703 determines a captured vehicle from data such as the following distance, the relative speed, the position of the preceding vehicle 11, and the speed of the own vehicle stored in the memory 704. A predetermined safety inter-vehicle distance corresponding to the speed of the host vehicle is compared with the following inter-vehicle distance to the preceding vehicle 11. When the inter-vehicle distance to the captured vehicle is shorter than the safe inter-vehicle distance, the electronically controlled throttle 1300 is closed. PWM timer 707 outputs a duty signal to drive
If it is long, a duty signal for driving the electronically controlled throttle 1300 to the open side is output from the PWM timer 707 to adjust the speed of the host vehicle. In the case of deceleration that cannot be handled by the electronically controlled throttle 1300 alone, the transmission 1301 is operated by the DI / O 705 to apply the engine brake, and the digital / analog converter (hereinafter abbreviated as D / A) 708 is used to apply the braking force. Is output by the amplifier 1302 and amplified by the amplifier 1302, and the brake actuator 1303 is operated to obtain an appropriate deceleration. When a vehicle to be captured is determined, the characteristic data of the vehicle to be captured is voice-synthesized, converted into an analog signal by the D / A 708, passed through the amplifier 1304, and the characteristics of the vehicle to be captured are output by voice through the speaker 1305 or displayed on a display. I do. Also, the data of the radar 100 and the camera 101
3, the position of the front vehicle 11, the speed of the front vehicle 11, the acceleration of the front vehicle 11, the relative acceleration of the own vehicle and the front vehicle 11, the relative speed of the own vehicle and the front vehicle 11 in the lateral direction, the own vehicle and the front vehicle 11 relative acceleration in the lateral direction, vehicle 1 ahead
When the vehicle 1 reaches the road ahead of the host vehicle, the inter-vehicle distance between the host vehicle and the host vehicle 11 when it reaches the road ahead of the host vehicle is calculated.
Inter-vehicle distance, relative speed, angle, front vehicle ID, own vehicle speed, own vehicle acceleration, position of front vehicle 11, position of front vehicle 1
1, the presence or absence of an interrupted vehicle, and the risk of the interrupted vehicle based on at least one of the following data: speed 1, acceleration of the preceding vehicle 11, relative acceleration, lateral relative speed, lateral relative acceleration, arrival time, and inter-vehicle distance at arrival. Is detected, and if there is an interrupting vehicle, the following distance, relative speed, angle, preceding vehicle ID, own vehicle speed,
Based on at least one of the following data: the acceleration of the own vehicle, the position of the preceding vehicle 11, the speed of the preceding vehicle 11, the acceleration of the preceding vehicle 11, the relative acceleration, the lateral relative speed, the lateral relative acceleration, the arrival time, and the inter-vehicle distance at arrival. By performing the follow-up control, the responsiveness is good, and the follow-up traveling that matches the driver's feeling can be performed.

FIG. 6 shows an example in which there is an interrupting vehicle at the time of follow-up running.

When there are two vehicles in front, 1100 and 1101, and the vehicle 1100 is being captured and following the vehicle,
From the radar, the following distance Da to the preceding vehicle 1100, the relative speed Vrxa, the angle θa, the preceding vehicle ID ida, and the following distance D to the preceding vehicle 1101 running in the adjacent lane.
b, the relative speed Vrxb, the angle θb, and the preceding vehicle ID idb are sent from the radar at regular intervals. Time t _n-2 ,
The situation at t _n-1 and t _n is as shown in the figure, and when data indicating that the preceding vehicle 1101 is approaching the own vehicle traveling lane is sent, at t _{n + p} , the preceding vehicle 1101 becomes the own vehicle. It is possible to predict a situation where the vehicle has interrupted between the vehicle 12 and the vehicle 1100 ahead. During normal driving, the driver operates the accelerator, brake, and gear positions in accordance with this situation to drive safely.
Therefore, by performing the follow-up control according to the movement of the interrupting vehicle even during the follow-up traveling, the responsiveness is good, and the follow-up traveling that matches the driver's feeling can be performed.

FIG. 7 is a block diagram for detecting the state of the front vehicle.

The VSPSEN obtained by counting the pulses corresponding to the vehicle speed from the vehicle speed sensor 1200 by the timer 706 is input to the host vehicle speed calculation unit 1203, and is converted into the host vehicle speed VSP. The host vehicle acceleration calculation unit 1204 obtains the host vehicle acceleration A from the VSP. Data from the VSP and the radar 100 for each inter-vehicle, such as the inter-vehicle distance Di, the relative speed Vrxi, the angle θi, and the pre-vehicle ID idi, between the own vehicle and the front vehicle, are input, and the position of the front vehicle, the speed of the front vehicle, the front Vehicle acceleration, relative acceleration between the host vehicle and the front vehicle, relative lateral speed between the host vehicle and the front vehicle, relative lateral acceleration between the host vehicle and the front vehicle, and the front vehicle arriving on the road ahead of the host vehicle The inter-vehicle distance from the host vehicle when the preceding vehicle reaches the road ahead of the host vehicle is determined. First, the front vehicle position calculation unit 500 calculates, based on the inter-vehicle distance Di and the angle θi, orthogonal coordinates with the position of the own vehicle as the origin (0, 0), the own vehicle traveling direction on the x axis, and the own vehicle traveling direction orthogonal direction on the y axis. Vehicle position ahead in the train
(xy0i, yx0i) is obtained. Next, the horizontal relative speed calculation unit 501 obtains the horizontal relative speed Vryi from the time-series data of yx0i, which is the horizontal motion. Further, the lateral relative acceleration calculation section 800 obtains the lateral relative acceleration Aryi from the Vryi time-series data. Further, a relative acceleration Arxi is obtained from the time series data of the relative speed Vrxi from the radar 100 by the relative acceleration calculator 502. In the arrival time estimating unit 900, the arrival time t indicating how many seconds after the current time the preceding vehicle arrives on the road ahead of the own vehicle from yx0i, Vryi, Aryi.
Find y0i. Vr in the inter-arrival time estimation unit 1000
From xi, Arxi, xy0i, and ty0i, the inter-vehicle distance xy0i (ty0i) when the preceding vehicle arrives on the road ahead of the own vehicle when the current traveling state continues is obtained. Further, the forward vehicle speed calculation unit 503 calculates the forward vehicle speed V from VSP and Vrxi.
xi is obtained, and the front vehicle acceleration calculation unit 504 obtains the front vehicle acceleration Axi from Vxi. The obtained position (xy0i, yx0i) of the preceding vehicle and the speed Vx of the preceding vehicle
i, acceleration Axi of the front vehicle, relative acceleration Arxi between the host vehicle and the front vehicle, lateral relative speed Vryi between the host vehicle and the front vehicle, horizontal relative acceleration Aryi between the host vehicle and the front vehicle, and the front vehicle Time t to reach the road ahead of the vehicle
y0i, an inter-vehicle distance xy0i (ty0i) and an inter-vehicle distance Di with respect to the own vehicle when the preceding vehicle arrives at a road ahead of the own vehicle, a relative speed Vrxi, an angle θi, a preceding vehicle ID idi, a speed VSP of the own vehicle, and a speed of the own vehicle. The acceleration A is used for the determination of the interrupting vehicle and the follow-up running control when there is the interrupting vehicle.

FIG. 8 is a flow chart for detecting the state of the preceding vehicle.

The own-vehicle state and own-vehicle surrounding situation detection routine 1400 is started and executed at a constant cycle tct. In step 1401, based on the inter-vehicle distance Di and the angle θi, the position of the host vehicle at the origin (0, 0), the x-axis in the host vehicle traveling direction, and the y-axis in the orthogonal coordinate system with the host vehicle traveling direction orthogonal to the y-axis. (Xy0i, yx0i) is obtained. Step 14
In step 02, a lateral relative velocity Vryi is obtained from time-series data of yx0i, which is a lateral movement. Vr at step 1403
The lateral relative acceleration Aryi is obtained from the time series data of yi. In step 1404, the relative speed Vrxi from the radar 100
, The relative acceleration Arxi is obtained from the time series data. In step 1405, an arrival time ty0i is calculated from yx0i, Vryi, and Aryi as to how many seconds after the current time the preceding vehicle reaches the road ahead of the own vehicle. Vr at step 1406
From xi, Arxi, xy0i, and ty0i, the inter-vehicle distance xy0i (ty0i) when the preceding vehicle arrives on the road ahead of the own vehicle when the current running state continues is obtained. Step 140
At 7, the forward vehicle speed Vxi is obtained from VSP and Vrxi,
In step 1408, a forward vehicle acceleration Axi is obtained from Vxi. This routine 1400 is executed for each preceding vehicle captured by the radar and the camera.

FIG. 9 is a block diagram of the judgment of the interrupting vehicle.

The arrival time ty0i and the inter-vehicle distance at arrival xy0
Based on i (ty0i), the interrupting vehicle determination unit 600 determines whether or not there is an interrupting vehicle and whether or not the interrupting vehicle is likely to collide with the current state and is dangerous. This determination result is used for follow-up running control when there is an interrupting vehicle. The threshold value used in the interruption determination and the danger determination is changed by the own vehicle speed, the relative speed, the learning control, and the like.

FIG. 10 is a flowchart of the interrupted vehicle determination. The interrupting vehicle determination routine 1500 starts at a fixed cycle,
Be executed. In step 1501, the lateral relative speed of the preceding vehicle
Compare if Vryi is negative or not. If it is not negative, it is determined that there is no interrupt, and the process ends without executing anything. If negative, step 1
At 502, it is determined whether or not it is within the danger range, and if it is within the danger range, at step 1503, the danger flag Dgr_flag is turned on, and the process ends. If not, the danger flag is turned off in step 1504, and it is determined in step 1505 whether or not the interrupted vehicle is within the range in which the control is started. If it is in the range, the interrupt control flag Cut_in_flag is determined in step 1506.
Turn on. If it is out of range, it ends without executing anything. This routine 1500 is executed for each preceding vehicle captured by the radar and the camera, and control is performed corresponding to the most dangerous preceding vehicle.

FIG. 11 is a block diagram of follow-up running control for switching the inter-vehicle distance in consideration of the interrupting vehicle.

The arrival time ty0i and the inter-vehicle distance at arrival xy0
i (ty0i), the inter-vehicle distance Da between the own vehicle and the preceding vehicle,
Db, ... Dz and interrupt control flag Cut_in_fla
g, the following control inter-vehicle distance changing unit 700 obtains the inter-vehicle distance D in consideration of the interrupting vehicle from the danger flag Dgr_flag. The target inter-vehicle distance calculation unit 701 obtains a target inter-vehicle distance Dt from the host vehicle speed VSP. The target inter-vehicle distance error Dd, which is the difference between Dt and D, is input to the PI control unit 703 of the inter-vehicle distance control unit 702, and the PI control inter-vehicle distance compensation speed Vdc_
Find pi. Further, the relative speed Vrx is input to the D control unit 704 of the inter-vehicle distance control unit 702 to obtain the D control inter-vehicle distance compensation speed Vdc_d, and these are added to obtain the inter-vehicle distance compensation speed Vdc. The transfer function of the PI control unit 703 is G _PI
[Z] = (c ₀ + c ₁ · z ~ ¹ ) / (1−z ~ ¹ ), where c ₀ is equal to 0.
From 05 to 0.5, c ₁ has a value in the range of about -0.05 to -0.5. The transfer function of the D control unit 704 is G _D [z] =
K _D with a K _D takes a value in the range of about 0.5 to 2.0. The control cycle is a value in a range of about 1.0 [msec] to 500.0 [msec]. A target vehicle speed Vt is obtained from a forward vehicle speed Vx by a target vehicle speed calculation unit 705. Vt and VSP
Vd is obtained by adding Vdc to the difference of
Enter 06. The speed control unit 706 calculates the target drive shaft torque Tt from Vd. The torque converter 707 calculates a throttle opening TVO, a gear position Gpos, and a braking force Brk that output Tt from the torque characteristics of the own vehicle engine and the transmission, and outputs them to the respective actuators.

FIG. 12 is a block diagram of the vehicle speed control. The dynamic characteristics of a car

[0028]

D / dt ・ v (t) = − μ′A / m ・ v (t) + 1 / m ・ Fo (t) (Equation 1) v: vehicle speed μ ': rolling resistance coefficient A: vehicle M: vehicle weight Fo: engine driving force From this equation, the transfer function of the series compensator is obtained.

[0029]

G _c [z] = (a ₀ + a ₁ · z ~ ¹ + a ₂ · ZＺ ² ) / (1-b ₁ · z ・¹ -b ₂ · z ~ ² ) (Equation 2) a ₀ 10.0~200.0, a ₁ is 1.0 * ^10-7 ～2.
0 * 10 ~ ^6, a ₂ is -10.0~-100.0, b ₁ 1.
0~2.0, b ₂ takes a value in the range of about -0.5 to 1.0. The control cycle is 1.0 [msec] to 50.0 [msec].
This is a value in the range of about.

FIG. 13 is a block diagram of the follow-up control inter-vehicle distance change.

When there is no interrupting vehicle, the inter-vehicle distance Di of the currently-captured vehicle is output as the inter-vehicle distance D in consideration of the interrupting vehicle by the inter-vehicle distance selection unit 710. When there is an interrupting vehicle, the inter-vehicle distance calculation unit 711 calculates the inter-vehicle distance Dci based on the arrival time ty0i and the inter-vehicle distance at arrival xy0i (ty0i), and outputs this as D.
If the interrupting vehicle is in a dangerous state, D is output as the inter-vehicle distance xy0i (ty0i) when the own vehicle travels. These switching are performed by the danger flag Dgr_flag and the interrupt control flag Cut.
Switching units 712 and 713 in accordance with the state of _in_flag
This is done by switching.

FIG. 14 is a flowchart of the follow-up control inter-vehicle distance change.

Inter-vehicle distance switching routine 160 considering interrupted vehicle
0 is started and executed at a constant cycle tct. Step 1
At 601 it is determined whether or not the danger flag is on. If the danger flag is on, then at step 1602, the following distance xy0i when the own vehicle travels on the traveling path is obtained.
Let (ty0i) be the inter-vehicle distance D considering the interrupting vehicle.
If the danger flag is off, it is determined in step 1603 whether or not the interrupt control flag is on.
In step 4, the inter-vehicle distance Di of the currently captured vehicle is output as D. If the interrupt control flag is on, step 160
5, the change amount Dsl of D according to the time ty0i of arrival on the road ahead of the host vehicle and the distance xy0i (ty0i) between the vehicles when the host vehicle travels on the road.
Dsl is decremented every control cycle tct from the inter-vehicle distance before the interrupt control flag is turned on in step 1606, and is set as Dci. In step 1607, D is set to Dc
i. At step 1608, it is compared whether or not xy0i (ty0i) is equal to or greater than D. If xy0i (ty0i) is equal to or greater than D, the interrupt control flag is turned off at step 1609, otherwise nothing is done.

FIG. 15 is an example of a timing chart of the inter-vehicle distance when there is an interrupting vehicle during the following operation.

When there is an interrupted vehicle in the situation as shown in FIG. 3, if an interrupted vehicle is detected at time t _n , the inter-vehicle distance indicated by the thick line is used for control after t _n . Then, when the inter-vehicle distance xy0b of the interrupting vehicle increases at the time point of t _{n + o} , xy0b is used for control. By smoothly switching the inter-vehicle distance in this way, even if there is an interrupting vehicle, it is possible to realize a follow-up control that does not make the driver feel uncomfortable.

FIG. 16 is a block diagram of a follow-up running control for switching the drive shaft torque in consideration of the interrupting vehicle. As in FIG. 11, the arrival time ty0i and the inter-vehicle distance xy0i (ty
0i) and the inter-vehicle distances Da, Db,.
The follow-up control drive shaft torque changing unit 720 obtains the drive shaft torque Tci considering the interrupt vehicle from the Dz, the interrupt control flag Cut_in_flag, and the danger flag Dgr_flag, and subtracts from the target drive shaft torque Tt to respond to the movement of the interrupt vehicle. Tracking control can be realized.

[0037]

According to the present invention, own vehicle speed, own vehicle acceleration, position of the preceding vehicle, speed of the preceding vehicle, acceleration of the preceding vehicle, relative speed, relative acceleration, relative speed in the lateral direction, relative speed in the lateral direction Responsiveness is obtained by detecting the interrupting vehicle from data such as acceleration, the time when the interrupting vehicle arrives on the road ahead of the vehicle, the point where the vehicle ahead arrives, and performing follow-up running control in accordance with the movement of the interrupting vehicle. The driver can follow the vehicle according to the driver's feeling.

[Brief description of the drawings]

FIG. 1 is a block diagram of tracking control using a lateral relative speed according to the present invention.

FIG. 2 is a block diagram of tracking control using a lateral relative speed and a lateral relative acceleration according to the present invention.

FIG. 3 is a block diagram of tracking control using arrival time according to the present invention.

FIG. 4 is a block diagram of tracking control using arrival time and inter-vehicle distance at arrival according to the present invention.

FIG. 5 is a block diagram of hardware according to the present invention.

FIG. 6 is an explanatory diagram of an example in which there is an interrupting vehicle during follow-up running.

FIG. 7 is a block diagram of the detection of the own vehicle state and the surrounding state of the own vehicle.

FIG. 8 is a flowchart of the detection of the own vehicle state and the surrounding state of the own vehicle.

FIG. 9 is a block diagram of an interrupted vehicle determination.

FIG. 10 is a flowchart of an interrupted vehicle determination.

FIG. 11 is a block diagram of follow-up running control for switching the inter-vehicle distance in consideration of an interrupting vehicle.

FIG. 12 is a block diagram of vehicle speed control.

FIG. 13 is a block diagram of the inter-vehicle distance switching considering the interrupted vehicle.

FIG. 14 is a flowchart of the inter-vehicle distance switching considering the interrupted vehicle.

FIG. 15 is a timing chart of an inter-vehicle distance when an interrupting vehicle is present during a follow-up running.

FIG. 16 is a block diagram of follow-up running control for switching a drive shaft torque in consideration of an interrupting vehicle.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Inter-vehicle distance detection means, 2 ... Relative speed detection means, 3 ... Front vehicle angle detection means, 4 ... Front vehicle ID setting means, 5 ...
Lateral relative speed calculating means, 6: interrupting vehicle determining means, 7: following running control means.

Continuation of the front page (72) Inventor ▲ Yoshi ▼ Tokuharu 7-1-1, Omika-cho, Hitachi City, Ibaraki Prefecture Inside the Hitachi Research Laboratory, Hitachi, Ltd. No. 1-1 Inside Hitachi, Ltd. Hitachi Research Laboratory (72) Inventor Hiroshi Takenaga 7-1-1, Omika-cho, Hitachi City, Ibaraki Prefecture Inside Hitachi, Ltd. Hitachi Research Laboratory (72) Inventor Kozo Nakamura Hitachi, Ibaraki Prefecture 7-1-1, Omika-cho, Hitachi, Ltd.Hitachi, Ltd.Hitachi Research Laboratory Co., Ltd. (72) Inventor Kazuo Takano 2520, Odaiba, Hitachinaka-shi, Ibaraki Pref.

Claims (6)

[Claims] 1. An inter-vehicle distance detecting means between a host vehicle and a preceding vehicle, and a follow-up running control means for controlling the host vehicle so that the inter-vehicle distance from the inter-vehicle distance detecting means becomes a predetermined appropriate value. In the vehicle following travel control device, a relative speed detection unit that detects a relative speed between the host vehicle and the front vehicle, a front vehicle angle detection unit that detects an angle between the host vehicle and the front vehicle, Vehicle I
A forward vehicle ID setting means for setting D, and a lateral relative for calculating a lateral relative speed between the host vehicle and the forward vehicle based on an inter-vehicle distance from the inter-vehicle distance detecting means and an angle from the forward vehicle angle detecting means. Speed calculating means, and an interrupting vehicle determining means for determining whether or not the preceding vehicle is interrupted based on the lateral relative speed from the lateral relative speed calculating means, wherein the interrupting vehicle determining means determines that there is an interrupting vehicle. Then, the following running control means controls the own vehicle according to the following distance from the following distance detecting means, the relative speed from the relative speed detecting means, and the lateral relative speed from the lateral relative speed calculating means. A follow-up running control device for a vehicle, comprising: 2. The vehicle according to claim 1, further comprising a lateral relative acceleration calculating means based on the lateral relative speed from said lateral relative velocity calculating means, wherein said interrupted vehicle determining means includes a lateral relative speed from said lateral relative speed calculating means and said lateral relative acceleration calculating means. The presence or absence of an interruption of the preceding vehicle is determined based on the lateral relative acceleration from, and when it is determined that the interruption vehicle is present by the interruption vehicle determination unit, the following travel control unit determines the inter-vehicle distance from the inter-vehicle distance detection unit. The vehicle follow-up according to claim 1, wherein the vehicle is controlled in accordance with a relative speed from the relative speed detecting means, a lateral relative speed from the lateral relative speed calculating means, and a lateral relative acceleration from the lateral relative acceleration calculating means. Travel control device. 3. An arrival time estimating means for a preceding vehicle to reach a road ahead of the own vehicle based on a lateral relative speed from the lateral relative velocity calculating means and a lateral relative acceleration from the lateral relative acceleration calculating means, The interrupting vehicle determining means determines the presence or absence of an interrupt of the preceding vehicle based on the arrival time from the arrival time estimating means, and when the interrupting vehicle determining means determines that there is an interrupting vehicle, the following traveling control means 3. The vehicle following travel control device according to claim 2, wherein the own vehicle is controlled according to an inter-vehicle distance from an inter-vehicle distance detection unit, a relative speed from the relative speed detection unit, and an arrival time from the arrival time estimation unit. 4. An inter-vehicle distance estimating means for estimating an inter-vehicle distance when a preceding vehicle reaches a road ahead of the own vehicle based on a relative speed from the relative speed detecting means and an arrival time from the reaching time estimating means. The interrupting vehicle determining means determines whether there is an interrupt of a preceding vehicle based on the arrival time from the arrival time estimating means and the inter-arrival time from the reaching inter-vehicle distance estimating means. When it is determined that there is an interrupting vehicle, the following traveling control means determines the arrival time from the arrival time estimating means, the inter-vehicle distance at arrival from the inter-arrival time estimating means, and the interrupt from the interrupting vehicle determining means. The vehicle follow-up running control device according to claim 3, wherein the own vehicle is controlled according to the presence or absence of the vehicle. 5. The vehicle control system according to claim 1, wherein the following travel control means controls the own vehicle in accordance with inter-vehicle distance data used for following control obtained from the arrival time from the arrival time estimation means and the inter-arrival time from the inter-vehicle distance estimation means. The vehicle follow-up running control device according to claim 4, which controls the vehicle. 6. The following travel control means controls the own vehicle in accordance with target torque data used for following control obtained from the arrival time from the arrival time estimation means and the inter-arrival time from the arrival inter-vehicle distance estimation means. The vehicle follow-up running control device according to claim 4, which controls the vehicle.