JP2009149255A - Travel controller for vehicle - Google Patents

Travel controller for vehicle Download PDF

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JP2009149255A
JP2009149255A JP2007330765A JP2007330765A JP2009149255A JP 2009149255 A JP2009149255 A JP 2009149255A JP 2007330765 A JP2007330765 A JP 2007330765A JP 2007330765 A JP2007330765 A JP 2007330765A JP 2009149255 A JP2009149255 A JP 2009149255A
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vehicle
speed
vehicle speed
preceding vehicle
travel control
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JP5075612B2 (en
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Tadashi Maruyama
匡 丸山
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Subaru Corp
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Fuji Heavy Industries Ltd
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Abstract

<P>PROBLEM TO BE SOLVED: To provide acceleration performance along a feeling of a driver by varying an acceleration according to a state of preceding vehicle leaving when deciding that a preceding vehicle has left during follow travel control to transfer to a constant-speed travel control. <P>SOLUTION: When recognizing the preceding vehicle by a forward recognition device 3 having a stereo camera 3a loaded in one's own vehicle 1, the follow travel control to follow the preceding vehicle is performed. When the preceding vehicle has relatively left by a course change of the own vehicle 1 to a right-side travel lane during the follow travel control (S1-S3) when performing the constant-speed travel control to travel with a preset set vehicle speed as a target vehicle speed when the preceding vehicle is not recognized, a one's own vehicle in-leaving speed increase correction value β that is a larger value than a preceding vehicle in-leaving speed increase correction value α is added to a present target vehicle speed Vtg to make the target vehicle speed Vtg largely skip (S5), and thereafter the target vehicle speed Vtg is increased to the set vehicle speed at a prescribed acceleration. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

本発明は、追従走行制御中に自車両が進路変更したことにより定速走行制御へ移行する場合は、先行車の離脱により定速走行制御へ移行する場合に比し、大きな加速度を発生させるようにした車両の走行制御装置に関する。   According to the present invention, when shifting to constant speed traveling control due to a change in the course of the host vehicle during follow-up traveling control, a larger acceleration is generated than when shifting to constant speed traveling control by leaving the preceding vehicle. The present invention relates to a vehicle travel control device.

従来、自動車等の車両にカメラ、ミリ波レーダ、レーザレーダ等を備える前方認識装置を搭載し、この前方認識装置で検出した自車前方の走行環境に基づいて、自車両を走行制御する走行制御装置が種々提案されている。この種の走行制御装置では、前方認識装置で自車前方に先行車を認識した場合は、自車或いは先行車の車速に基づいて目標車間距離を設定し、この目標車間距離を維持した状態で追従走行制御を行い、又、自車前方の捕捉範囲に先行車が認識されない場合は、運転者が予め設定した車速（セット車速）で定速走行制御を行う。   Conventionally, a front recognition device equipped with a camera, millimeter wave radar, laser radar, etc. is mounted on a vehicle such as an automobile, and the traveling control for controlling the traveling of the own vehicle based on the traveling environment in front of the own vehicle detected by the front recognition device. Various devices have been proposed. In this type of travel control device, when the front recognition device recognizes a preceding vehicle ahead of the host vehicle, the target inter-vehicle distance is set based on the vehicle speed of the host vehicle or the preceding vehicle, and the target inter-vehicle distance is maintained. Follow-up running control is performed, and when a preceding vehicle is not recognized in the catch range ahead of the host vehicle, constant speed running control is performed at a vehicle speed (set vehicle speed) preset by the driver.

例えば特許文献１（特許第３３３０７４８号公報）には、前方認識装置が先行車を捕捉できなくなったとき、その原因が、先行車の存在を前方認識装置が見失ったことによるものか、或いは離脱によるものかを判定し、先行車離脱と判定した場合は、直ちに加速させて、自車両をセット車速へ到達させるようにした技術が開示されている。
特許第３３３０７４８号公報 For example, in Patent Document 1 (Japanese Patent No. 3330748), when the front recognition device can no longer capture the preceding vehicle, the cause is that the front recognition device has lost sight of the presence of the preceding vehicle, or is due to separation. A technique is disclosed in which if it is determined that the vehicle is ahead and the preceding vehicle is left, the vehicle is immediately accelerated to reach the set vehicle speed.
Japanese Patent No. 3330748

ところで、先行車の離脱を判定する態様は、先行車が高速道路の分岐路へ移動する等により自車前方の走行レーンから離脱する場合以外に、自車両が進路を変更する場合も相対的には先行車の離脱と判定される。すなわち、例えば、高速道路の走行レーンを走行中の自車両が追い越しレーンに進路変更した場合、前方認識装置では先行車が自車前方から離脱したと判定される。   By the way, the mode of determining the departure of the preceding vehicle is relatively different even when the own vehicle changes its course, in addition to the case where the preceding vehicle moves away from the traveling lane ahead of the own vehicle due to movement to the branch road of the highway. Is determined to be the departure of the preceding vehicle. That is, for example, when the own vehicle traveling on a driving lane of an expressway changes its course to an overtaking lane, the front recognition device determines that the preceding vehicle has left the front of the own vehicle.

自車両前方を走行する先行車が分岐路に進路変更することにより離脱したと判定された場合、自車両の運転者は走行レーンを変更する意思がなく、従って、定速走行制御へ移行させる際の加速度はそれほど大きくする必要はない。   If it is determined that the preceding vehicle traveling in front of the host vehicle has left by changing the course to a branch path, the driver of the host vehicle is not willing to change the driving lane, and therefore when shifting to constant speed driving control. It is not necessary to increase the acceleration of the so much.

これに対し、自車両が追い越しレーンへ進路変更する場合、運転者は先行車を追い越そうとする意思があるので、通常の加速では物足りなさを感じてしまう。更に、追い越しレーンへ進路変更する場合、後続車両も気になるため、早く定速走行制御へ移行させたいという意思が働く。   On the other hand, when the host vehicle changes the course to the overtaking lane, the driver has an intention to overtake the preceding vehicle, so that the normal acceleration feels unsatisfactory. Furthermore, when changing the course to the overtaking lane, the following vehicle is also concerned, so that the intention to shift to the constant speed traveling control quickly works.

しかし、上述した文献に開示されている技術では、先行車が離脱したと判定された場合、離脱の態様に拘わらず一定の加速度で定速走行制御へ移行させるようにしているため、自車両が追い越しレーンへ進路変更する際に、運転者の期待するような加速度を得ることができず、加速不足を感じてしまう問題がある。   However, in the technique disclosed in the above-described document, when it is determined that the preceding vehicle has departed, the vehicle is shifted to the constant speed traveling control at a constant acceleration regardless of the manner of departure. When changing the course to an overtaking lane, there is a problem that the acceleration as expected by the driver cannot be obtained and the acceleration is insufficient.

本発明は、上記事情に鑑み、先行車が離脱したと判定した場合、その態様に応じて加速度を可変させることで、運転者のフィーリングに沿った加速性能を得ることのできる車両の走行制御装置を提供することを目的とする。   In view of the above circumstances, in the present invention, when it is determined that the preceding vehicle has left, the acceleration of the vehicle according to the aspect of the vehicle can be varied to obtain the acceleration performance along the driver's feeling. An object is to provide an apparatus.

上記目的を達成するため本発明による車両の走行制御装置は、自車両に搭載されて少なくとも走行レーンと該走行レーンを走行する先行車とを認識する前方認識手段と、前記前方認識手段で前記先行車を認識した場合に該先行車を追従する目標車速を設定し該目標車速に従って追従走行制御を行い、該先行車が認識されない場合は予め設定したセット車速を前記目標車速として設定し、該目標車速に従って定速走行制御を行う走行制御手段とを備え、前記走行制御手段は、追従走行制御中に前記自車両が隣接する走行レーンへ進路変更した後に定速走行制御へ移行する際の実際の加速度を、前記先行車が前記自車両前方から離脱した後に定速走行制御へ移行する際の実際の加速度よりも大きくなるように前記目標車速を設定することを特徴とする。   In order to achieve the above object, a vehicle travel control apparatus according to the present invention includes a front recognition unit that is mounted on a host vehicle and recognizes at least a travel lane and a preceding vehicle that travels in the travel lane; When a vehicle is recognized, a target vehicle speed that follows the preceding vehicle is set and follow-up traveling control is performed according to the target vehicle speed. When the preceding vehicle is not recognized, a preset set vehicle speed is set as the target vehicle speed, and the target vehicle speed is set. Travel control means for performing constant speed travel control according to the vehicle speed, and the travel control means performs actual travel when the host vehicle changes its course to an adjacent travel lane during follow-up travel control and then shifts to constant speed travel control. The target vehicle speed is set so that the acceleration becomes larger than an actual acceleration when shifting to constant speed running control after the preceding vehicle leaves the front of the host vehicle. That.

本発明によれば、追従走行制御中に自車両が進路変更することで定速走行制御へ移行する場合は、目標車速を、先行車の離脱時よりも大きくスキップさせたので、自車両に発生する実際の加速度が大きくなり、運転者のフィーリングに沿った加速性能を得ることができる。   According to the present invention, when the own vehicle changes its course during the follow-up driving control and shifts to the constant speed driving control, the target vehicle speed is skipped more than when the preceding vehicle leaves, so that it occurs in the own vehicle. Thus, the actual acceleration increases, and the acceleration performance along the driver's feeling can be obtained.

以下、図面に基づいて本発明の一実施形態を説明する。   Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

［第１実施形態］
図１〜図６に本発明の第１実施形態を示す。図１に走行制御装置を搭載した車両の概略構成図を示す。 [First Embodiment]
1 to 6 show a first embodiment of the present invention. FIG. 1 shows a schematic configuration diagram of a vehicle equipped with a travel control device.

図１の符号１は自動車等の車両（自車両）であり、この車両１に、車両の運転状態を制御する制御ユニット２が搭載されている。又、この制御ユニット２に走行制御手段としての機能が備えられている。この制御ユニット２は、マイクロコンピュータを主体に構成され、周知のＣＰＵ、ＲＯＭ、ＲＡＭ、及びＥＥＰＲＯＭ等の不揮発性記憶手段等を有している。ＣＰＵは、ＲＯＭに記憶されている制御プログラムに従い、各センサ・スイッチ類からの検出信号等を処理し、ＲＡＭに格納される各種データ、及び不揮発性メモリに格納されている各種学習値データ等に基づき、エンジン制御、ブレーキ制御等の車両走行制御を行う。   Reference numeral 1 in FIG. 1 denotes a vehicle (host vehicle) such as an automobile, and a control unit 2 that controls the driving state of the vehicle is mounted on the vehicle 1. The control unit 2 is provided with a function as a travel control means. The control unit 2 is mainly composed of a microcomputer, and has a well-known non-volatile storage means such as a CPU, ROM, RAM, and EEPROM. The CPU processes the detection signal from each sensor / switch according to the control program stored in the ROM, and converts it into various data stored in the RAM and various learning value data stored in the non-volatile memory. Based on this, vehicle travel control such as engine control and brake control is performed.

この制御ユニット２の入力側に、自車両１前方を検出し、少なくとも先行車１’（図５参照）と走行レーンとを認識する前方認識手段としての前方認識装置３、自車両１の車速（自車速）Ｖｓｐ[Km/h]を検出する車速センサ４、走行制御をＯＮ/ＯＦＦするクルーズスイッチ５、スロットル弁の開度を検出するスロットル開度センサ８ｂ等が接続されている。   On the input side of the control unit 2, the front recognition device 3 as a front recognition means that detects the front of the host vehicle 1 and recognizes at least the preceding vehicle 1 ′ (see FIG. 5) and the travel lane, the vehicle speed ( A vehicle speed sensor 4 for detecting the own vehicle speed Vsp [Km / h], a cruise switch 5 for turning on / off the traveling control, a throttle opening sensor 8b for detecting the opening of the throttle valve, and the like are connected.

又、この制御ユニット２の出力側に、速度メータ、回転メータ等が所定に配設されているコンビネーションメータ６に設けられているスピーカ６ａ、追尾ランプ６ｂ、ブザー６ｃ等が接続されており、更に、エンジン７の吸気系に配設されている電子制御スロットル装置８に設けられていると共にスロットル弁を開閉動作させるスロットルアクチュエータ８ａ及びブレーキブースタ９が接続されている。ブレーキブースタ９は、４輪に併設されているブレーキホイールシリンダ９ａに対してブレーキ油圧を強制的に供給するものであり、ブレーキブースタ９を介して各ブレーキホイールシリンダ９ａにブレーキ油圧が供給されると各車輪が制動され、走行中の自車両１は強制的に減速される。   Also connected to the output side of the control unit 2 are a speaker 6a, a tracking lamp 6b, a buzzer 6c, etc., which are provided in a combination meter 6 in which a speed meter, a rotation meter and the like are arranged. A throttle actuator 8a and a brake booster 9 are connected to an electronically controlled throttle device 8 disposed in the intake system of the engine 7 and to open and close the throttle valve. The brake booster 9 forcibly supplies the brake hydraulic pressure to the brake wheel cylinder 9 a provided for the four wheels. When the brake hydraulic pressure is supplied to each brake wheel cylinder 9 a via the brake booster 9. Each wheel is braked, and the traveling vehicle 1 is forcibly decelerated.

前方認識装置３にステレオカメラ３ａとステレオ画像処理部３ｂが設けられている。ステレオカメラ３ａは、ステレオ光学系として例えば電荷結合素子（ＣＣＤ）等の固体撮像素子を用いた左右一対のＣＣＤカメラで構成されている。この各ＣＣＤカメラは、それぞれ車室内の天井前方に一定の間隔を持って取り付けられ、車外の対象を異なる視点からステレオ撮像し、画像データをステレオ画像処理部３ｂに入力する。   The front recognition device 3 is provided with a stereo camera 3a and a stereo image processing unit 3b. The stereo camera 3a is composed of a pair of left and right CCD cameras using a solid-state imaging device such as a charge coupled device (CCD) as a stereo optical system. Each of these CCD cameras is attached to the front of the ceiling in the vehicle interior with a certain interval, takes a stereo image of an object outside the vehicle from different viewpoints, and inputs the image data to the stereo image processing unit 3b.

又、ステレオ画像処理部３ｂは、左右一対のステレオカメラ３ａで撮像した、自車両１の前方のステレオ画像に対し、対応する位置のずれ量から距離情報を求めて距離画像を生成する。そして、このデータを基に先行車１’等を認識すると共に自車両１と先行車１’との相対距離を求め、認識した先行車１’等のデータを制御ユニット２へ出力する。   Further, the stereo image processing unit 3b generates a distance image by obtaining distance information from a corresponding position shift amount with respect to a stereo image in front of the host vehicle 1 captured by the pair of left and right stereo cameras 3a. Based on this data, the preceding vehicle 1 'and the like are recognized, the relative distance between the host vehicle 1 and the preceding vehicle 1' is obtained, and the recognized preceding vehicle 1 'and other data are output to the control unit 2.

制御ユニット２は、先行車１’と自車両１との車間距離を適切に維持するＡＣＣ制御（Adaptive Cruise Control:車間距離制御）を実行する機能を備えている。ＡＣＣ制御では、ステレオ画像処理部３ｂで認識した先行車１’に関する情報と、車速センサ４で検出した自車速Ｖｓｐとに基づき、先行車１’と自車両１との車間距離を適切に維持する制御が行われる。このＡＣＣ制御は、クルーズスイッチ５をＯＮすることで起動される。   The control unit 2 has a function of executing ACC control (Adaptive Cruise Control) that appropriately maintains the inter-vehicle distance between the preceding vehicle 1 ′ and the host vehicle 1. In the ACC control, the inter-vehicle distance between the preceding vehicle 1 ′ and the own vehicle 1 is appropriately maintained based on the information related to the preceding vehicle 1 ′ recognized by the stereo image processing unit 3b and the own vehicle speed Vsp detected by the vehicle speed sensor 4. Control is performed. This ACC control is activated by turning on the cruise switch 5.

すなわち、クルーズスイッチ５がＯＮされると、制御ユニット２はステレオ画像処理部３ｂで認識した先行車情報を読込み、自車両１前方の走行レーンに先行車１’が走行しているか否かを識別する。そして、先行車１’が検出されていない場合は、運転者が設定したセット車速に自車両１の車速Ｖｓｐを維持させる定速走行制御を行う。又、先行車１’が検出され、且つ先行車１’の車速がセット車速以下の場合は先行車１’に対して所定の車間距離を維持した状態で追従する追従走行制御が実行される。   That is, when the cruise switch 5 is turned on, the control unit 2 reads the preceding vehicle information recognized by the stereo image processing unit 3b and identifies whether or not the preceding vehicle 1 'is traveling in the traveling lane ahead of the host vehicle 1. To do. When the preceding vehicle 1 'is not detected, constant speed running control is performed to maintain the vehicle speed Vsp of the host vehicle 1 at the set vehicle speed set by the driver. Further, when the preceding vehicle 1 'is detected and the vehicle speed of the preceding vehicle 1' is equal to or lower than the set vehicle speed, follow-up running control is performed to follow the preceding vehicle 1 'while maintaining a predetermined inter-vehicle distance.

定速走行制御では、セット車速を目標車速Ｖｔｇとして設定し、電子制御スロットル装置８に設けられているスロットルアクチュエータ８ａを動作させてスロットル弁を開閉動作させ、自車速Ｖｓｐを目標車速Ｖｔｇに維持させる制御を行う。又、追従走行制御では、先行車１’の車速に基づいて目標車間距離を設定し、この目標車間距離を維持するための目標車速Ｖｔｇを設定し、自車速Ｖｓｐが目標車速Ｖｔｇとなるようにスロットル弁を開閉制御する。その際、先行車１’がブレーキを作動させる等して減速した結果、自車両１と先行車１’との車間距離が目標車間距離よりも短くなり、エンジンブレーキだけでは、車間距離を目標車間距離まで戻すことが出来ない場合、ブレーキブースタ９を作動させ、４輪に併設されているブレーキホイールシリンダ９ａに対してブレーキ油圧を供給し、各車輪を強制的に制動させて減速させる。   In the constant speed running control, the set vehicle speed is set as the target vehicle speed Vtg, the throttle actuator 8a provided in the electronically controlled throttle device 8 is operated to open / close the throttle valve, and the own vehicle speed Vsp is maintained at the target vehicle speed Vtg. Take control. In the follow-up running control, the target inter-vehicle distance is set based on the vehicle speed of the preceding vehicle 1 ′, the target vehicle speed Vtg for maintaining the target inter-vehicle distance is set, and the own vehicle speed Vsp becomes the target vehicle speed Vtg. Open / close control of throttle valve. At that time, as a result of the preceding vehicle 1 'decelerating by actuating a brake or the like, the inter-vehicle distance between the host vehicle 1 and the preceding vehicle 1' becomes shorter than the target inter-vehicle distance. When the distance cannot be returned, the brake booster 9 is operated to supply brake hydraulic pressure to the brake wheel cylinder 9a provided for the four wheels, forcibly braking and decelerating each wheel.

又、追従走行制御中に先行車１’の離脱が検出された場合、ＡＣＣ制御では走行制御を追従走行制御から定速走行制御へ切換え、予め設定されている加速度に従って自車速Ｖｓｐをセット車速まで増速させる過渡制御を実行する。この場合、先行車１’に対して追従走行制御中における先行車１’の離脱は、先行車１’が進路変更する場合と自車両１が進路変更する場合とがある。例えば高速道路において、先行車１’の進路変更による離脱としては、図５（ａ）に示すように、先行車１’が分岐路に進入することで自車両１の捕捉範囲から次第に外れる場合がある。又、自車両１の進路変更による離脱としては、同図（ｂ）に示すように、自車両１が、走行レーンを追い越しレーンに変更することにより、先行車１’が自車両１の捕捉範囲から相対的に外れる場合がある。   When the preceding vehicle 1 'is detected during the follow-up running control, the ACC control switches the running control from the follow-up running control to the constant speed running control, and the own vehicle speed Vsp is set to the set vehicle speed according to the preset acceleration. Execute transient control to increase speed. In this case, separation of the preceding vehicle 1 'during the follow-up traveling control with respect to the preceding vehicle 1' may occur when the preceding vehicle 1 'changes its course or when the host vehicle 1 changes its course. For example, on a highway, as the departure of the preceding vehicle 1 ′ due to a change of course, as shown in FIG. 5A, the preceding vehicle 1 ′ may gradually move out of the capture range of the own vehicle 1 by entering the branch road. is there. Further, as the departure of the own vehicle 1 due to the change of the course, as shown in FIG. 5B, the own vehicle 1 changes the traveling lane to the overtaking lane, so that the preceding vehicle 1 ′ is captured by the own vehicle 1. May deviate relatively.

図５（ａ）に示すような先行車１’の進路変更による離脱では、自車両１の運転者は走行レーンを変更する意思がなく、従って、定速走行制御へ移行させる際の初期加速度を大きくする必要はない。一方、同図（ｂ）に示すように、自車両１の運転者が走行レーンから追い越しレーンへ進路変更する場合、運転者は先行車１’を追い越そうとする意思があり、しかも、追い越しレーンに進路変更するに際しては、この追い越しレーンを走行している後続車両も気になる。そのため、運転者には早くセット車速に到達させたいという意思が働く。従って、このときの初期加速度は先行車１’の離脱によりセット車速へ到達させる際の初期加速度よりも大きくした方が運転者の意思に沿った制御を行うことができる。   When leaving the preceding vehicle 1 ′ by changing the course as shown in FIG. 5A, the driver of the host vehicle 1 does not intend to change the travel lane. Therefore, the initial acceleration when shifting to the constant speed travel control is set. There is no need to make it bigger. On the other hand, as shown in FIG. 5B, when the driver of the host vehicle 1 changes the course from the driving lane to the passing lane, the driver has an intention to pass the preceding vehicle 1 ', and the driver When changing the course to the lane, the following vehicle traveling in the overtaking lane is also concerned. Therefore, the driver wants to quickly reach the set vehicle speed. Therefore, the control according to the driver's intention can be performed when the initial acceleration at this time is larger than the initial acceleration when the vehicle reaches the set vehicle speed by the separation of the preceding vehicle 1 '.

ＡＣＣ制御では、先行車１’が自車両１に対して相対的に離脱したと判定された場合、当該離脱が自車両１の追い越しレーンへの進路変更によるものか、先行車１’の進路変更によるものかを判定し、自車両１の追い越しレーンへの進路変更と判定された場合、加速度を先行車１’の離脱による加速度よりも大きく設定する。   In the ACC control, when it is determined that the preceding vehicle 1 ′ has left the vehicle 1 relative to the host vehicle 1, whether the departure is due to the route change of the host vehicle 1 to the overtaking lane or the route change of the preceding vehicle 1 ′. And if it is determined that the route of the host vehicle 1 is changed to the overtaking lane, the acceleration is set larger than the acceleration due to the departure of the preceding vehicle 1 '.

制御ユニット２のＡＣＣ制御で処理される追従走行制御から定速走行制御へ移行する際の過渡制御は、具体的には、図２〜図４に示すフローチャートに従って実行される。尚、ＡＣＣ制御における追従走行制御、及び定速走行制御については周知技術が適用されるため（例えば特開２００７−７６４７２号公報参照）、ここでの説明は省略する。   The transient control at the time of shifting from the follow-up running control to the constant speed running control processed by the ACC control of the control unit 2 is specifically executed according to the flowcharts shown in FIGS. A well-known technique is applied to the follow-up running control and the constant speed running control in the ACC control (see, for example, Japanese Patent Application Laid-Open No. 2007-76472).

運転者がイグニッションスイッチをＯＮした後、クルーズスイッチ５をＯＮすると、制御ユニット２は、ステレオ画像処理部３ｂで認識した先行車情報を読込み、自車両１前方の走行レーンに先行車１’が走行しているか否かを識別し、先行車１’が検出されていない場合、運転者が設定したセット車速に自車両１の車速Ｖｓｐを維持させる定速走行制御を行う。又、先行車１’が検出され、且つ先行車１’の車速がセット車速以下の場合は先行車１’に対して所定の車間距離を維持した状態で追従する追従走行制御が実行される。   When the driver turns on the cruise switch 5 after turning on the ignition switch, the control unit 2 reads the preceding vehicle information recognized by the stereo image processing unit 3b, and the preceding vehicle 1 'travels in the traveling lane ahead of the host vehicle 1. If the preceding vehicle 1 ′ is not detected, constant speed running control is performed to maintain the vehicle speed Vsp of the host vehicle 1 at the set vehicle speed set by the driver. Further, when the preceding vehicle 1 'is detected and the vehicle speed of the preceding vehicle 1' is equal to or lower than the set vehicle speed, follow-up running control is performed to follow the preceding vehicle 1 'while maintaining a predetermined inter-vehicle distance.

追従走行制御が実行されると、図２に示す離脱時目標車速設定ルーチンが、設定演算周期毎に実行され、先ず、ステップＳ１で、ステレオ画像処理部３ｂからの先行車情報に基づき、先行車１’が離脱したか否かを監視する。尚、離脱とは、図５に示すように、追従走行制御中は、先行車１’がステレオカメラ３ａの捕捉範囲内にあるが、先行車１’或いは自車両１が走行レーンを変更して、相対的に先行車１’が自車両１前方の走行レーンから外れた状態を言う。   When the follow-up running control is executed, a departure target vehicle speed setting routine shown in FIG. 2 is executed at every setting calculation cycle. First, in step S1, the preceding vehicle is based on the preceding vehicle information from the stereo image processing unit 3b. Monitor whether 1 'has left. As shown in FIG. 5, during the following traveling control, the preceding vehicle 1 ′ is within the capture range of the stereo camera 3a, but the preceding vehicle 1 ′ or the host vehicle 1 changes the traveling lane. The state in which the preceding vehicle 1 ′ is relatively out of the traveling lane in front of the host vehicle 1 is said.

そして、先行車１’の離脱が検出されない場合は、そのままルーチンを抜け、追従走行制御を継続する。一方、先行車１’の離脱が検出された場合、ステップＳ２へ進む。離脱か否かはステレオ画像処理部３ｂからの情報に基づいて判定する。すなわち、先行車１’がステレオカメラ３ａの捕捉範囲から左右方向へ次第に移動して外れた場合、離脱と判定する。   If no preceding vehicle 1 'is detected, the routine exits and the follow-up running control is continued. On the other hand, when the departure of the preceding vehicle 1 'is detected, the process proceeds to step S2. Whether or not it is a detachment is determined based on information from the stereo image processing unit 3b. That is, when the preceding vehicle 1 'gradually moves left and right from the capture range of the stereo camera 3a, it is determined that the vehicle has left.

そして、ステップＳ２へ進むと、自車両１の離脱か先行車１’の離脱かを判定する。自車両１の離脱か、先行車１’の離脱かは種々の判定方法がある。例えばステレオ画像処理部３ｂからの情報に基づき先行車１’がステレオカメラ３ａの捕捉範囲に対して左右方向へ移動し、且つ自車両１に設けられている舵角センサ（図示せず）で検出したステアリングの操舵方向が、先行車１’の移動方向と逆の方向へ転舵されていると判定された場合、自車両１の離脱と判定する。或いはステレオ画像処理部３ｂで認識した走行レーンの左右を規制する白線が、ステレオカメラ３ａの捕捉範囲を左右へ横切った場合、自車両１の離脱と判定する。尚、この場合、舵角センサからの信号を読込み、ステアリングの舵角が設定範囲に収まっているか否かを判定する条件を加えても良い。そして、舵角センサで検出した舵角が設定範囲以上の場合は自車両１の離脱と判定する。   In step S2, it is determined whether the host vehicle 1 is leaving or the preceding vehicle 1 'is leaving. There are various methods for determining whether the vehicle 1 is leaving or the preceding vehicle 1 'is leaving. For example, based on information from the stereo image processing unit 3b, the preceding vehicle 1 'moves in the left-right direction with respect to the capture range of the stereo camera 3a and is detected by a steering angle sensor (not shown) provided in the host vehicle 1. When it is determined that the steering direction of the steering wheel is steered in the direction opposite to the moving direction of the preceding vehicle 1 ′, it is determined that the host vehicle 1 has left. Alternatively, when the white line that restricts the right and left of the travel lane recognized by the stereo image processing unit 3b crosses the capture range of the stereo camera 3a to the left and right, it is determined that the host vehicle 1 has left. In this case, a signal from the steering angle sensor may be read to add a condition for determining whether or not the steering angle of the steering is within the set range. When the rudder angle detected by the rudder angle sensor is equal to or greater than the set range, it is determined that the host vehicle 1 has left.

又、先行車１’の離脱は、例えばステレオ画像処理部３ｂで認識した走行レーンの左右を規制する白線が、ステレオカメラ３ａの捕捉範囲を左右へ横切ることがなく、且つ、先行車１’が捕捉範囲に対して左右方向へ次第に移動して、この捕捉範囲から外れた場合、先行車１’の離脱と判定する。   In addition, the departure of the preceding vehicle 1 ′ is, for example, that the white line that regulates the left and right of the traveling lane recognized by the stereo image processing unit 3b does not cross the capture range of the stereo camera 3a to the left and right. When the vehicle gradually moves in the left-right direction with respect to the capture range and deviates from the capture range, it is determined that the preceding vehicle 1 'has left.

そして、自車両１の離脱と判定された場合、ステップＳ３へ進み、又、先行車１’の離脱と判定された場合、ステップＳ４へ分岐する。ステップＳ３へ進むと、自車両１が隣接する走行レーンである右側の走行レーン（高速道路であれば追い越しレーン）へ移動したか否かを調べ、右側の走行レーンへの移動でないと判定された場合は、ステップＳ４へ分岐する。又、右側の走行レーンへの移動と判定された場合はステップＳ５へ進む。自車両１が右側の走行レーンへ移動したか否かは、例えばステレオ画像処理部３ｂで認識したセンターラインが、ステレオカメラ３ａの捕捉領域に対して右側から左側へ横切った場合、右側の走行レーンへの移動と判定する。この場合、舵角センサからの信号を読込み、ステアリングが右方向へ設定舵角以上、転舵されたか否かを判定する条件を加えても良い。そして、舵角センサでステアリングが右方向へ設定舵角以上、転舵されたと判定された場合、自車両１は右側走行レーンへ進路を変更したと判定する。   If it is determined that the host vehicle 1 is leaving, the process proceeds to step S3. If it is determined that the preceding vehicle 1 'is leaving, the process branches to step S4. Proceeding to step S3, it is determined whether or not the host vehicle 1 has moved to the right driving lane (passing lane if it is an expressway), which is an adjacent driving lane, and is determined not to move to the right driving lane. If so, the process branches to step S4. On the other hand, if it is determined to move to the right travel lane, the process proceeds to step S5. Whether or not the host vehicle 1 has moved to the right travel lane is determined, for example, when the center line recognized by the stereo image processing unit 3b crosses from the right to the left with respect to the capture region of the stereo camera 3a. Judge to move to. In this case, a signal from the rudder angle sensor may be read to add a condition for determining whether or not the steering is steered to the right by a set rudder angle or more. When the steering angle sensor determines that the steering is steered to the right by the set steering angle or more, it is determined that the host vehicle 1 has changed the course to the right travel lane.

その後、ステップＳ２或いはステップＳ３からステップＳ４へ進むと、最新の目標車速Ｖｔｇに先行車離脱時増速補正値α[Km/h]を加算して、新たな目標車速Ｖｔｇを設定し（Ｖｔｇ←Ｖｔｇ＋α）、ルーチンを抜ける。又、ステップＳ５へ進むと、最新の目標車速Ｖｔｇに自車離脱時増速補正値β[Km/h]を加算して、新たな目標車速Ｖｔｇを設定し（Ｖｔｇ←Ｖｔｇ＋α）、ルーチンを抜ける。   Thereafter, when the process proceeds from step S2 or step S3 to step S4, a new target vehicle speed Vtg is set by adding the preceding vehicle departure speed increase correction value α [Km / h] to the latest target vehicle speed Vtg (Vtg ← Vtg + α) and exit the routine. Further, when proceeding to step S5, the new vehicle speed Vtg is set by adding the acceleration correction value β [Km / h] when the vehicle leaves the vehicle to the latest target vehicle speed Vtg (Vtg ← Vtg + α), and the routine is exited. .

離脱時増速補正値α，βは、走行制御を追従走行制御から定速走行制御へ移行する際に、目標車速Ｖｔｇをスキップさせる値であり、α＜βに設定されている。この両離脱時増速補正値α，βは実験などに基づいて設定されるが、本実施形態では、おおよそα：β＝１：２の比率で設定されており、自車離脱時増速補正値βが約２〜４．５[Km/h]に設定されている。尚、図２に示す離脱時目標車速設定ルーチンは、瞬間的な離脱を判定しているため、離脱と判定された後のルーチン実行時には、ステップＳ１で離脱なしと判定される。   The departure-time acceleration correction values α and β are values for skipping the target vehicle speed Vtg when the traveling control is shifted from the follow-up traveling control to the constant-speed traveling control, and is set to α <β. Although the acceleration correction values α and β for both departures are set based on experiments or the like, in this embodiment, the acceleration correction values are set at a ratio of approximately α: β = 1: 2, and the acceleration corrections for departure from the host vehicle are performed. The value β is set to about 2 to 4.5 [Km / h]. Since the departure target vehicle speed setting routine shown in FIG. 2 determines instantaneous departure, it is determined in step S1 that there is no departure when the routine is executed after it is determined that the vehicle is leaving.

その結果、図６に示すように、離脱と判定されたとき（経過時間ｔ１）、当該離脱が先行車１’の場合、破線で示すように、目標車速Ｖｔｇが先行車離脱時増速補正値α分だけスキップされる。一方、この離脱が自車両１の右レーンへの進路変更に起因する場合は、実線で示すように、目標車速Ｖｔｇが、先行車離脱時増速補正値αよりも大きな値の自車離脱時増速補正値β分だけスキップされる。   As a result, as shown in FIG. 6, when the departure is determined (elapsed time t1) and the departure is the preceding vehicle 1 ′, the target vehicle speed Vtg is the acceleration correction value when the preceding vehicle leaves as shown by the broken line. Skipped by α. On the other hand, when this departure is caused by a change in the course of the host vehicle 1 to the right lane, as shown by the solid line, the target vehicle speed Vtg is greater than the preceding vehicle departure acceleration correction value α. It is skipped by the acceleration correction value β.

次いで、図３に示す離脱後車速制御ルーチンが実行される。このルーチンはクルーズスイッチ５がＯＮされた後、設定演算周期毎に実行され、先ず、ステップＳ１１で、目標車速Ｖｔｇを読込む。上述した離脱時目標車速設定ルーチンで目標車速Ｖｔｇが設定された後の最初のルーチンでは、離脱時目標車速設定ルーチンで設定した目標車速Ｖｔｇが読込まれる。   Next, a post-leaving vehicle speed control routine shown in FIG. 3 is executed. This routine is executed every set calculation cycle after the cruise switch 5 is turned on. First, in step S11, the target vehicle speed Vtg is read. In the first routine after the target vehicle speed Vtg is set in the above-described departure target vehicle speed setting routine, the target vehicle speed Vtg set in the departure target vehicle speed setting routine is read.

その後、ステップＳ１２へ進み、目標車速Ｖｔｇとセット車速Ｖｓｅｔとを比較し、Ｖｔｇ＜Ｖｓｅｔの場合は、ステップＳ１３へ進む。又、Ｖｔｇ≧Ｖｓｅｔの場合は、ステップＳ１４へ分岐する。ステップＳ１３では、目標車速Ｖｔｇに設定増速量ΔＶを加算して、目標車速Ｖｔｇを設定し（Ｖｔｇ←Ｖｔｇ＋ΔＶ）、ステップＳ１５へ進む。又、ステップＳ１４へ進むと、目標車速Ｖｔｇをセット車速Ｖｓｅｔで設定して（Ｖｔｇ←Ｖｓｅｔ）、ステップＳ１５へ進む。尚、この設定増速量ΔＶは予め実験などにより求めた固定値である。   Thereafter, the process proceeds to step S12, the target vehicle speed Vtg and the set vehicle speed Vset are compared, and if Vtg <Vset, the process proceeds to step S13. If Vtg ≧ Vset, the process branches to step S14. In step S13, the target vehicle speed Vtg is set by adding the set acceleration amount ΔV to the target vehicle speed Vtg (Vtg ← Vtg + ΔV), and the process proceeds to step S15. In step S14, the target vehicle speed Vtg is set as the set vehicle speed Vset (Vtg ← Vset), and the process proceeds to step S15. The set acceleration amount ΔV is a fixed value obtained in advance through experiments or the like.

従って、図６に示すように、離脱と判定されて目標車速Ｖｔｇが先行車離脱時増速補正値α或いはβによりスキップされると（経過時間ｔ１）、その後、同図に破線或いは実線で示すように、目標車速Ｖｔｇが設定増速量ΔＶだけ演算周期毎に増速される。そして、目標車速Ｖｔｇがセット車速Ｖｓｅｔに達すると（経過時間ｔ２或いはｔ３）、目標車速Ｖｔｇはセット車速Ｖｓｅｔに設定されて定速走行制御となる。   Therefore, as shown in FIG. 6, when it is determined that the vehicle is leaving and the target vehicle speed Vtg is skipped by the acceleration correction value α or β when the preceding vehicle leaves (elapsed time t1), the broken line or the solid line in FIG. As described above, the target vehicle speed Vtg is increased every calculation cycle by the set acceleration amount ΔV. When the target vehicle speed Vtg reaches the set vehicle speed Vset (elapsed time t2 or t3), the target vehicle speed Vtg is set to the set vehicle speed Vset and constant speed running control is performed.

そして、ステップＳ１５へ進むと、自車速Ｖｓｐと目標車速Ｖｔｇとに基づき、その差分からスロットル制御用フィードバック補正値λを、ＰＩ制御或いはＰＩＤ制御により設定し、ステップＳ１６で、スロットル制御用フィードバック補正値λを出力して、ルーチンを抜ける。   In step S15, based on the vehicle speed Vsp and the target vehicle speed Vtg, a throttle control feedback correction value λ is set by PI control or PID control based on the difference between them. In step S16, the throttle control feedback correction value is set. Output λ and exit the routine.

このスロットル制御用フィードバック補正値λは、図４に示すスロットル開度制御ルーチンで読込まれる。このルーチンはイグニッションスイッチをＯＮした後、設定演算周期毎に実行される。   This throttle control feedback correction value λ is read by a throttle opening control routine shown in FIG. This routine is executed every set calculation cycle after turning on the ignition switch.

先ず、ステップＳ２１でスロットル開度センサ８ｂで検出したスロットル開度θｔｈを読込み、続くステップＳ２２で、スロットル制御用フィードバック補正値λを読込む。   First, in step S21, the throttle opening θth detected by the throttle opening sensor 8b is read, and in step S22, the throttle control feedback correction value λ is read.

そして、ステップＳ２３で、スロットル開度θｔｈにスロットル制御用フィードバック補正値λを加算して目標スロットル開度θｖを設定する（θｖ←θｔｈ＋λ）。次いで、ステップＳ２４で、目標スロットル開度θｖに対応するアクチュエータ駆動電圧Ｖｔｈを設定し、ステップＳ２５へ進み、アクチュエータ駆動電圧Ｖｔｈをスロットルアクチュエータ８ａに、図示しない駆動回路を介して出力してルーチンを抜ける。   In step S23, the target throttle opening θv is set by adding the throttle control feedback correction value λ to the throttle opening θth (θv ← θth + λ). Next, in step S24, the actuator drive voltage Vth corresponding to the target throttle opening degree θv is set, and the process proceeds to step S25, where the actuator drive voltage Vth is output to the throttle actuator 8a via a drive circuit (not shown) to exit the routine. .

その結果、スロットルアクチュエータ８ａがアクチュエータ駆動電圧Ｖｔｈ分だけスロットル弁を開弁させ、エンジン７の出力を制御し、自車両１の車速Ｖｓｐを制御する。   As a result, the throttle actuator 8a opens the throttle valve by the actuator drive voltage Vth, controls the output of the engine 7, and controls the vehicle speed Vsp of the host vehicle 1.

このように、本実施形態では、自車両１を右側の走行レーンに進路変更することで、先行車１’の離脱と判定された場合は、先行車１’の進路変更による離脱と判定された場合に比し、目標車速Ｖｔｇのスキップ量を大きくしたので、その後の加速度が、先行車１’の離脱による加速度に比し、かさ上げされ、その分だけ早期にセット車速Ｖｓｅｔに到達することになる（経過時間ｔ２或いはｔ３参照）。その結果、図６に一点鎖線で示す自車両１が右側の走行レーンへ進路変更した場合の自車速Ｖｓｐの初期加速度の立ち上がりが、二点鎖線で示す先行車１’が離脱した場合の自車両１の初期加速度に比し大きくなり、運転者のフィーリングに沿った加速性能を得ることができる。   Thus, in this embodiment, when it is determined that the preceding vehicle 1 'has left by changing the course of the host vehicle 1 to the right travel lane, it has been determined that the preceding vehicle 1' has left due to the change of course. Since the skip amount of the target vehicle speed Vtg is increased as compared with the case, the subsequent acceleration is increased compared to the acceleration due to the departure of the preceding vehicle 1 ', and the set vehicle speed Vset is reached earlier by that amount. (See elapsed time t2 or t3). As a result, when the own vehicle 1 indicated by the one-dot chain line in FIG. 6 changes its course to the right lane, the initial acceleration of the own vehicle speed Vsp rises when the preceding vehicle 1 ′ indicated by the two-dot chain line leaves. As compared with the initial acceleration of 1, the acceleration performance along the feeling of the driver can be obtained.

［第２実施形態］
図７〜図９に本発明の第２実施形態を示す。上述した第１実施形態では、自車両１が右側の走行レーンへ進路変更した場合、目標車速Ｖｔｇを大きくスキップさせることで、自車両１の初期加速度の立ち上がりを大きくしたが、本実施形態では、先行車１’が離脱した場合に設定される目標車速Ｖｔｇの先行車離脱時設定増速量ΔＬに比し、自車両１が右側の走行レーンへ進路変更した場合に設定される目標車速Ｖｔｇの自車離脱時設定増速量ΔＨを大きく設定することで、初期加速度の立ち上がりを大きくするようにしたものである。尚、この設定増速量ΔＬ，ΔＨは予め実験などから求めた固定値である。 [Second Embodiment]
7 to 9 show a second embodiment of the present invention. In the first embodiment described above, when the host vehicle 1 changes its course to the right travel lane, the target vehicle speed Vtg is largely skipped to increase the initial acceleration of the host vehicle 1, but in the present embodiment, Compared to the target vehicle speed Vtg set acceleration amount ΔL when the preceding vehicle 1 ′ leaves the preceding vehicle, the target vehicle speed Vtg set when the host vehicle 1 changes the course to the right travel lane. By increasing the set acceleration amount ΔH when leaving the vehicle, the initial acceleration rise is increased. The set acceleration amounts ΔL and ΔH are fixed values obtained in advance through experiments or the like.

図７に示す自車離脱判定フラグ設定ルーチンは、第１実施形態の図２に示す離脱時目標車速設定ルーチンに代えて適用するものである。このルーチンでは、先ず、ステップＳ３１で、ステレオ画像処理部３ｂからの先行車情報に基づき、先行車１’が離脱したか否かを監視する。そして、先行車１’の離脱が検出されない場合は、そのままルーチンを抜け、追従走行制御を継続する。一方、先行車１’の離脱が検出された場合、ステップＳ３２へ進む。離脱か否かはステレオ画像処理部３ｂからの情報に基づいて判定する。すなわち、先行車１’がステレオカメラ３ａの捕捉範囲から左右方向へ次第に移動して外れた場合、離脱と判定する。   The own vehicle departure determination flag setting routine shown in FIG. 7 is applied instead of the departure target vehicle speed setting routine shown in FIG. 2 of the first embodiment. In this routine, first, in step S31, it is monitored whether or not the preceding vehicle 1 'has left based on the preceding vehicle information from the stereo image processing unit 3b. If no preceding vehicle 1 'is detected, the routine exits and the follow-up running control is continued. On the other hand, when the departure of the preceding vehicle 1 'is detected, the process proceeds to step S32. Whether or not it is a detachment is determined based on information from the stereo image processing unit 3b. That is, when the preceding vehicle 1 'gradually moves left and right from the capture range of the stereo camera 3a, it is determined that the vehicle has left.

ステップＳ３２へ進むと、自車両１の離脱か先行車１’の離脱かを判定する。この離脱の判定方法は、上述した第１実施形態と同様であるため説明を省略する。そして、自車両１の離脱と判定された場合、ステップＳ３３へ進み、又、先行車１’の離脱と判定された場合、ステップＳ３４へ分岐する。ステップＳ３３へ進むと、自車両１が右側の走行レーン（高速道路では追い越しレーン）へ移動したか否かを調べ、右側の走行レーンへの移動でないと判定された場合は、ステップＳ３４へ分岐する。又、右側の走行レーンへの移動と判定された場合はステップＳ３５へ進む。自車両１が右側の走行レーンへ移動したか否かの判定は、上述した第１実施形態と同様であるため説明を省略する。   In step S32, it is determined whether the host vehicle 1 is leaving or the preceding vehicle 1 'is leaving. Since the determination method of this detachment is the same as that of the first embodiment described above, description thereof is omitted. If it is determined that the host vehicle 1 is leaving, the process proceeds to step S33. If it is determined that the preceding vehicle 1 'is leaving, the process branches to step S34. Proceeding to step S33, it is checked whether or not the host vehicle 1 has moved to the right travel lane (passing lane on the highway). If it is determined that the vehicle 1 has not moved to the right travel lane, the process branches to step S34. . On the other hand, if it is determined to move to the right travel lane, the process proceeds to step S35. The determination as to whether or not the host vehicle 1 has moved to the right travel lane is the same as in the first embodiment described above, and will not be described.

そして、ステップＳ３２或いはステップＳ３３からステップＳ３４へ進むと、自車離脱判定フラグＦをクリアして（Ｆ←０）、ルーチンを抜ける。又、ステップＳ３５へ進むと、自車離脱判定フラグＦをセットして（Ｆ←１）、ルーチンを抜ける。   Then, when the process proceeds from step S32 or step S33 to step S34, the vehicle leaving determination flag F is cleared (F ← 0), and the routine is exited. In step S35, the vehicle departure determination flag F is set (F ← 1), and the routine is exited.

この自車離脱判定フラグＦは、図８に示す離脱後車速制御ルーチンにおいて読込まれる。このルーチンは、第１実施形態の図３に示すルーチンに代えて適用するものである。このルーチンでは、先ず、ステップＳ４１で、最新の目標車速Ｖｔｇを読込む。次いで、ステップＳ４２へ進み、自車離脱判定フラグＦの値を参照し、Ｆ＝１の自車両１の離脱の場合は、ステップＳ４３へ進み、又、Ｆ＝０の先行車１’の離脱の場合はステップＳ４４へ進む。   This own vehicle leaving determination flag F is read in a post-leaving vehicle speed control routine shown in FIG. This routine is applied instead of the routine shown in FIG. 3 of the first embodiment. In this routine, first, in step S41, the latest target vehicle speed Vtg is read. Next, the process proceeds to step S42, and the value of the own vehicle departure determination flag F is referred. If the own vehicle 1 with F = 1 leaves, the process proceeds to step S43, and the preceding vehicle 1 'with F = 0 leaves. If so, the process proceeds to step S44.

ステップＳ４３へ進むと、目標車速Ｖｔｇに自車離脱時設定増速量ΔＨを加算した値で新たな目標車速Ｖｔｇを設定する（Ｖｔｇ←Ｖｔｇ＋ΔＨ）。又、ステップＳ４４ヘ進むと、目標車速Ｖｔｇに先行車離脱時設定増速量ΔＬを加算した値で、新たな目標車速Ｖｔｇを設定する（Ｖｔｇ←Ｖｔｇ＋ΔＬ）。その結果、図９に示すように、離脱と判定されたとき（経過時間ｔ１）、当該離脱が先行車１’の場合は、破線で示すように、目標車速Ｖｔｇが演算周期毎に先行車離脱時設定増速量ΔＬだけ増加される。一方、この離脱が自車両１の右レーンへの進路変更に起因する場合は、実線で示すように、目標車速Ｖｔｇが演算周期毎に自車離脱時設定増速量ΔＨだけ増加される。   In step S43, a new target vehicle speed Vtg is set with a value obtained by adding the set vehicle speed increase amount ΔH to the target vehicle speed Vtg (Vtg ← Vtg + ΔH). In step S44, a new target vehicle speed Vtg is set (Vtg ← Vtg + ΔL) by a value obtained by adding the set acceleration amount ΔL when the preceding vehicle leaves to the target vehicle speed Vtg. As a result, as shown in FIG. 9, when it is determined that the vehicle is leaving (elapsed time t1), when the departure is the preceding vehicle 1 ′, as shown by the broken line, the target vehicle speed Vtg is determined to leave the preceding vehicle every calculation cycle. It is increased by the hourly set acceleration amount ΔL. On the other hand, when this departure is caused by a change in the course of the host vehicle 1 to the right lane, the target vehicle speed Vtg is increased by the set acceleration amount ΔH when the host vehicle leaves every calculation cycle, as shown by the solid line.

前述したように、自車離脱時設定増速量ΔＨは先行車離脱時設定増速量ΔＬよりも大きな値に設定されている。そのため、自車両１が右側の走行レーン（高速道路では追い越しレーン）へ離脱した場合の目標車速Ｖｔｇは、先行車１’の離脱による目標車速Ｖｔｇよりも大きな加速度で増速される。   As described above, the set acceleration amount ΔH when leaving the own vehicle is set to a value larger than the set acceleration amount ΔL when leaving the preceding vehicle. Therefore, the target vehicle speed Vtg when the host vehicle 1 leaves the right driving lane (passing lane on the highway) is increased at a higher acceleration than the target vehicle speed Vtg resulting from the departure of the preceding vehicle 1 '.

そして、ステップＳ４３或いはステップＳ４４からステップＳ４５へ進むと、目標車速Ｖｔｇとセット車速Ｖｓｅｔとを比較し、Ｖｔｇ＜Ｖｓｅｔの場合は、ステップＳ４７へ進む。又、Ｖｔｇ≧Ｖｓｅｔの場合は、ステップＳ４６へ分岐し、目標車速Ｖｔｇをセット車速Ｖｓｅｔで設定して（Ｖｔｇ←Ｖｓｅｔ）、ステップＳ４７へ進む。従って、図９に示すように、経過時間ｔ１で離脱と判定された後、同図に破線或いは実線で示すように、目標車速Ｖｔｇが演算周期毎に設定増速量ΔＨ或いはΔＬ分だけ増速される。換言すれば、目標車速Ｖｔｇが増速量ΔＨ或いはΔＬで加速される。   Then, when the process proceeds from step S43 or step S44 to step S45, the target vehicle speed Vtg is compared with the set vehicle speed Vset. If Vtg <Vset, the process proceeds to step S47. If Vtg ≧ Vset, the process branches to step S46, the target vehicle speed Vtg is set as the set vehicle speed Vset (Vtg ← Vset), and the process proceeds to step S47. Therefore, as shown in FIG. 9, after it is determined that the vehicle has left at the elapsed time t1, the target vehicle speed Vtg is increased by the set acceleration amount ΔH or ΔL for each calculation cycle, as indicated by a broken line or a solid line in FIG. Is done. In other words, the target vehicle speed Vtg is accelerated by the speed increase amount ΔH or ΔL.

そして、目標車速Ｖｔｇがセット車速Ｖｓｅｔに達すると（図９の経過時間ｔ２或いはｔ３）、目標車速Ｖｔｇはセット車速Ｖｓｅｔに設定されて定速車速制御となる。その際、自車両１が右側の走行レーンへ進路変更した場合の加速度が、先行車１’が離脱した場合に比し大きく設定されているため、早期にセット車速Ｖｓｅｔへ到達することになる（図９の経過時間ｔ２）。   When the target vehicle speed Vtg reaches the set vehicle speed Vset (elapsed time t2 or t3 in FIG. 9), the target vehicle speed Vtg is set to the set vehicle speed Vset and constant speed vehicle speed control is performed. At that time, since the acceleration when the host vehicle 1 changes the course to the right travel lane is set to be larger than that when the preceding vehicle 1 'leaves, the vehicle reaches the set vehicle speed Vset at an early stage ( Elapsed time t2 in FIG.

その後、ステップＳ４７へ進むと、自車速Ｖｓｐと目標車速Ｖｔｇとに基づき、その差分からスロットル制御用フィードバック補正値λを、ＰＩ制御或いはＰＩＤ制御により設定し、ステップＳ４８で、スロットル制御用フィードバック補正値λを出力して、ルーチンを抜ける。尚、このスロットル制御用フィードバック補正値λは、上述した図４に示すスロットル開度制御ルーチンで読込まれる。   Thereafter, when the process proceeds to step S47, based on the own vehicle speed Vsp and the target vehicle speed Vtg, the throttle control feedback correction value λ is set by PI control or PID control from the difference between them, and in step S48, the throttle control feedback correction value is set. Output λ and exit the routine. The throttle control feedback correction value λ is read by the throttle opening control routine shown in FIG.

このように、本実施形態では、自車両１を右側の走行レーンへ進路変更させた結果、先行車１’の離脱と判定された場合は、先行車１’の進路変更による離脱と判定された場合に比し、設定増速量ΔＨを先行車１’の離脱時の設定増速量ΔＬよりも大きく設定したので、その加速度が、先行車１’の離脱による加速に比し大きくなり、その分だけ早期にセット車速Ｖｓｅｔに到達することになる（経過時間ｔ２参照）。その結果、図９に一点鎖線で示す自車両１が右側の走行レーンへ進路変更した場合の実際の加速度が、二点鎖線で示す先行車１’が離脱した場合の実際の加速度に比し、立ち上がりが大きくなり、運転者のフィーリングに沿った加速性能を得ることができる。   As described above, in the present embodiment, when it is determined that the preceding vehicle 1 ′ is leaving as a result of changing the course of the host vehicle 1 to the right travel lane, it is determined that the preceding vehicle 1 ′ is leaving due to the changing route. As compared with the case, since the set acceleration amount ΔH is set larger than the set acceleration amount ΔL when the preceding vehicle 1 ′ is disengaged, the acceleration becomes larger than the acceleration due to the disengagement of the preceding vehicle 1 ′. The set vehicle speed Vset is reached earlier by the amount (see elapsed time t2). As a result, the actual acceleration when the host vehicle 1 indicated by the one-dot chain line in FIG. 9 changes the course to the right travel lane is compared with the actual acceleration when the preceding vehicle 1 ′ indicated by the two-dot chain line leaves, The start-up becomes larger, and acceleration performance along the driver's feeling can be obtained.

尚、本発明は、上述した各実施形態に限るものではなく、例えば各実施形態では高速道路の走行レーンを例示して説明したが、走行レーンは少なくとも片側二車線（２走行レーン）を有する道路であれば一般道であっても適用することができる。更に、隣接する走行レーンは右側の走行レーンに限らず、左側の走行レーンであっても良い。この場合、進路変更した走行レーンに先行車が走行している場合は追従走行制御が行われる。   The present invention is not limited to each of the above-described embodiments. For example, in each embodiment, the driving lane of an expressway has been described as an example. However, the driving lane has at least two lanes on one side (two driving lanes). If so, it can be applied even on general roads. Further, the adjacent traveling lane is not limited to the right traveling lane, and may be the left traveling lane. In this case, when the preceding vehicle is traveling in the traveling lane whose course has been changed, the tracking traveling control is performed.

第１実施形態による走行制御装置を搭載した車両の概略構成図1 is a schematic configuration diagram of a vehicle equipped with a travel control device according to a first embodiment. 同、離脱時目標車速設定ルーチンを示すフローチャートThe flowchart showing the target vehicle speed setting routine at the time of departure 同、離脱後車速制御ルーチンを示すフローチャートThe flowchart showing the vehicle speed control routine after departure 同、スロットル開度制御ルーチンを示すフローチャートThe flowchart showing the throttle opening control routine 同、（ａ）は先行車の離脱を示す説明図、（ｂ）は自車の進行路変更によって先行車が離脱と判定される態様を示す説明図(A) is explanatory drawing which shows the departure of a preceding vehicle, (b) is explanatory drawing which shows the aspect by which a preceding vehicle is determined to be leaving | separating by the advancing path change of the own vehicle 同、追従走行制御から定速走行制御へ移行する過渡状態の走行制御を示すタイムチャートSame as above, time chart showing the transition control in the transitional state from the follow-up travel control to the constant speed travel control 第２実施形態による自車離脱判定フラグ設定ルーチンを示すフローチャートThe flowchart which shows the own vehicle leaving determination flag setting routine by 2nd Embodiment. 同、離脱後車速制御ルーチンを示すフローチャートThe flowchart showing the vehicle speed control routine after departure 同、追従走行制御から定速走行制御へ移行する過渡状態の走行制御を示すタイムチャートSame as above, time chart showing the transition control in the transitional state from the follow-up travel control to the constant speed travel control

符号の説明Explanation of symbols

１…自車両、
１’…先行車、
２…制御ユニット、
３…前方認識装置、
３ａ…ステレオカメラ、
３ｂ…ステレオ画像処理部、
４…車速センサ、
Ｖｓｅｔ…セット車速、
Ｖｓｐ…自車速、
Ｖｔｇ…目標車速、
ΔＨ…自車離脱時設定増速量、
ΔＬ…先行車離脱時設定増速量、
ΔＶ…設定増速量、
α…先行車離脱時増量補正値、
β…自車離脱時増速補正値 1 ... own vehicle,
1 '... preceding car,
2 ... Control unit,
3 ... Forward recognition device,
3a ... Stereo camera,
3b ... Stereo image processing unit,
4 ... Vehicle speed sensor,
Vset ... set vehicle speed,
Vsp ... Vehicle speed,
Vtg ... Target vehicle speed,
ΔH: Set acceleration amount when leaving the vehicle,
ΔL: Set speed increase when the preceding vehicle leaves
ΔV: Set acceleration amount,
α: Increase correction value when the preceding vehicle leaves,
β… Acceleration correction value when leaving the vehicle

Claims (3)

自車両に搭載されて少なくとも走行レーンと該走行レーンを走行する先行車とを認識する前方認識手段と、
前記前方認識手段で前記先行車を認識した場合に該先行車を追従する目標車速を設定し該目標車速に従って追従走行制御を行い、該先行車が認識されない場合は予め設定したセット車速を前記目標車速として設定し、該目標車速に従って定速走行制御を行う走行制御手段と
を備え、
前記走行制御手段は、追従走行制御中に前記自車両が隣接する走行レーンへ進路変更した後に定速走行制御へ移行する際の実際の加速度を、前記先行車が前記自車両前方から離脱した後に定速走行制御へ移行する際の実際の加速度よりも大きくなるように前記目標車速を設定する
ことを特徴とする車両の走行制御装置。 Forward recognition means mounted on the host vehicle for recognizing at least a traveling lane and a preceding vehicle traveling in the traveling lane;
When the preceding vehicle is recognized by the forward recognition means, a target vehicle speed that follows the preceding vehicle is set, and follow-up running control is performed according to the target vehicle speed. If the preceding vehicle is not recognized, a preset set vehicle speed is set as the target vehicle speed. Travel control means for setting the vehicle speed and performing constant speed travel control according to the target vehicle speed,
The travel control means is configured to determine an actual acceleration at the time of shifting to a constant speed travel control after the host vehicle has changed the course to an adjacent travel lane during the following travel control, after the preceding vehicle leaves the front of the host vehicle. A travel control device for a vehicle, characterized in that the target vehicle speed is set to be larger than an actual acceleration at the time of shifting to constant speed travel control. 前記走行制御手段は、追従走行制御から定速走行制御へ移行するに際し、前記目標車速を、前記自車両が隣接する走行レーンに進路変更した場合は、前記先行車が前記自車両前方から離脱した場合よりも大きなスキップ量で増速させた後、該目標車速を前記セット車速まで設定加速度で増速させる
ことを特徴とする請求項１記載の車両の走行制御装置。 When the traveling control means changes the target vehicle speed to a traveling lane adjacent to the own vehicle when the follow-up traveling control is changed to the constant speed traveling control, the preceding vehicle has left the front of the own vehicle. 2. The vehicle travel control apparatus according to claim 1, wherein the target vehicle speed is increased up to the set vehicle speed at a set acceleration after being increased with a skip amount larger than the case. 前記走行制御手段は、追従走行制御から定速走行制御へ移行するに際し、前記自車両が隣接する走行レーンに進路変更した場合は、前記先行車が前記自車両前方から離脱した場合よりも大きな加速度で加速させる
ことを特徴とする請求項１記載の車両の走行制御装置。 When the travel control means shifts from the follow travel control to the constant speed travel control, when the host vehicle changes its course to an adjacent travel lane, the acceleration is larger than when the preceding vehicle leaves the front of the host vehicle. The vehicle travel control device according to claim 1, wherein the vehicle travel control device is accelerated.
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