Vehicle Driving Assistance Device

Abstract

To provide a vehicle driving support device which can prevent an own vehicle from stopping in a stop prohibited area such as an intersection while the own vehicle is traveling following a preceding vehicle by way of following travel control, without causing a driver to feel strangeness.SOLUTION: A vehicle driving support device 10 executes following travel control to make an own vehicle 100 travel following a preceding vehicle 200 by automatically controlling acceleration / deceleration of the own vehicle. When there is a stop prohibited area ahead of the preceding vehicle during execution of the following travel control, the vehicle driving support device acquires a position where the preceding vehicle may be stopped as a potential stop position, and when the own vehicle is stopped in the stop prohibited area in the case that the preceding vehicle is stopped at the potential stop position, it stops the following travel control and executes deceleration control to decelerate the own vehicle so that the own vehicle is stopped before the stop prohibited area.SELECTED DRAWING: Figure 9

Description

[Technical field]

[0001] The present invention relates to a vehicle driving assistance device. [Background technology]

[0002] There is known a vehicle driving assistance device that can execute a control (follow-up driving control) to automatically accelerate or decelerate the host vehicle so that the host vehicle follows the preceding vehicle traveling in the same lane as the host vehicle.

[0003] Furthermore, when the host vehicle is traveling following the preceding vehicle by the following cruise control, for example, if the preceding vehicle stops in an intersection, the host vehicle will also stop in the intersection, which is undesirable. To avoid this, a vehicle driving support device is also known that detects the presence of an intersection ahead of the preceding vehicle while performing the following cruise control, and when the host vehicle reaches a point a predetermined distance from the intersection, causes the host vehicle to travel following the preceding vehicle so that the distance between the host vehicle and the preceding vehicle (inter-vehicle distance) is longer than the distance from the entrance to the exit of the intersection (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2015-147525 A Summary of the Invention

[0005] As described above, when the host vehicle is driven using follow-up cruise control to follow the vehicle ahead so that the vehicle-to-vehicle distance is longer than the distance from the entrance to the exit of the intersection, if the vehicle ahead stops within the intersection, for example, the host vehicle may stop considerably before the stop line installed at the intersection, which may make the driver of the host vehicle feel uncomfortable.

[0006] An object of the present invention is to provide a vehicle driving support device that can prevent the vehicle from stopping in a no-stop area such as an intersection when the vehicle is following a preceding vehicle using follow-up driving control, without causing the driver to feel uncomfortable.

[0007] The vehicle driving support device according to the present invention executes follow-run control for causing the host vehicle to follow a preceding vehicle by automatically controlling the acceleration and deceleration of the host vehicle. When a stop impossible area exists ahead of the preceding vehicle while the follow-run control is being executed, the vehicle driving support device according to the present invention acquires a point where the preceding vehicle may stop as a potential stopping point. Then, when the preceding vehicle stops at the potential stopping point and the host vehicle stops within the stop impossible area, the vehicle driving support device according to the present invention executes deceleration control to stop the follow-run control and decelerate the host vehicle so that the host vehicle stops before the stop impossible area. Furthermore, the vehicle driving assistance device of the present invention stops the deceleration control and resumes the following driving control when, after starting the deceleration control, the host vehicle no longer stops within the stop impossible area, even if the preceding vehicle stops at the potential stopping point before the host vehicle stops in front of the stop impossible area.

[0008] According to this, even if the preceding vehicle stops in a no-stop area such as an intersection, the vehicle stops just before the no-stop area, so the driver does not feel uncomfortable and the vehicle can be prevented from stopping in the no-stop area. Furthermore, even if the deceleration control is stopped, the vehicle will not stop within the non-stopping area, and therefore when there is no longer a need to continue the deceleration control, the following cruise control is resumed. Therefore, after the following cruise control is stopped when the deceleration control is started, the driver of the vehicle can continue to use the following cruise control without performing any special operation.

[0009] In the vehicle driving assistance device according to the present invention, the potential stopping point is, for example, a point where the preceding vehicle is predicted to stop when the preceding vehicle currently starts decelerating in order to stop.

[0010] According to this, even if the preceding vehicle suddenly starts to decelerate and stops in the no-stop area, the host vehicle can be prevented from stopping in the no-stop area.

[0013] The components of the present invention are not limited to the embodiments of the present invention described below with reference to the drawings. Other objects, other features and associated advantages of the present invention will be easily understood from the description of the embodiments of the present invention. [Brief description of the drawings]

[0014] [Figure 1] FIG. 1 is a diagram showing a vehicle driving assistance device according to an embodiment of the present invention and a vehicle (host vehicle) to which the vehicle driving assistance device is applied. [Diagram 2] FIG. 2(A) shows a state in which the vehicle follows a preceding vehicle using follow-up cruise control, FIG. 2(B) shows a situation in which the inter-vehicle distance is longer than the target inter-vehicle distance, and FIG. 2(C) shows a situation in which the inter-vehicle distance is shorter than the target inter-vehicle distance. [Diagram 3] FIG. 3 shows a scene where there is no preceding vehicle. [Figure 4] FIG. 4 is a diagram showing a scene in which the vehicle driving support device according to the embodiment of the present invention detects an intersection ahead of the vehicle. [Diagram 5] Figure 5(A) is a diagram showing the no-stopping area at an intersection, Figure 5(B) is an enlarged diagram of the no-stopping area, Figure 5(C) is a diagram showing the deceleration execution determination area at an intersection, and Figure 5(D) is an enlarged diagram of the deceleration execution determination area. [Figure 6] FIG. 6 is a diagram showing a situation in which the following cruise control is stopped and the deceleration control is started in the host vehicle. [Figure 7] FIG. 7 shows a scene in which the preceding vehicle stops within an intersection, and the host vehicle stops just before the intersection due to deceleration control. [Figure 8] FIG. 8 is a diagram showing a scene in which the preceding vehicle has passed an intersection, deceleration control is stopped in the host vehicle, and follow-up cruise control is resumed. [Figure 9] FIG. 9 is a flowchart showing a routine executed by the vehicle driving assistance device according to the embodiment of the present invention. [Figure 10]FIG. 10 is a flowchart showing a routine executed by the vehicle driving assistance device according to the embodiment of the present invention. [Figure 11] FIG. 11 is a flowchart showing a routine executed by the vehicle driving assistance device according to the embodiment of the present invention. [Figure 12] FIG. 12 is a flowchart showing a routine executed by the vehicle driving assistance device according to the embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0015] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A vehicle driving assistance device 10 according to an embodiment of the present invention will now be described with reference to the drawings. As shown in FIG.

[0016] The vehicle driving assistance device 10 includes an ECU 90. The ECU 90 includes a microcomputer as a main part. The ECU 90 includes a CPU, a ROM, a RAM, a non-volatile memory, an interface, etc. The CPU is configured to realize various functions by executing instructions (programs, routines) stored in the ROM.

[0017] <Vehicle driving device> Furthermore, the host vehicle 100 is equipped with a vehicle driving device 20. The vehicle driving device 20 is a device that drives, brakes, and steers the host vehicle 100, and in this example, includes a driving device 21, a braking device 22, and a steering device 23.

[0018] <Drive unit> The drive device 21 is a device that outputs a driving force provided to the host vehicle 100 to make the host vehicle 100 run, and is, for example, an internal combustion engine and / or a motor. The drive device 21 is electrically connected to the ECU 90. The ECU 90 can control the driving force output from the drive device 21 by controlling the operation of the drive device 21.

[0019] <Brake device> The braking device 22 is a device that outputs a braking force to be applied to the host vehicle 100 in order to brake the host vehicle 100, and is, for example, a hydraulic brake device. The braking device 22 is electrically connected to the ECU 90. The ECU 90 can control the braking force output from the braking device 22 by controlling the operation of the braking device 22.

[0020] <Steering system> The steering device 23 is a device that outputs a steering force applied to the host vehicle 100 in order to steer the host vehicle 100, and is, for example, a power steering device. The steering device 23 is electrically connected to the ECU 90. The ECU 90 can control the steering force output from the steering device 23 by controlling the operation of the steering device 23.

[0021] <Sensors, etc.> Furthermore, the vehicle 100 is equipped with an accelerator pedal 41, an accelerator pedal operation amount sensor 42, a brake pedal 43, a brake pedal operation amount sensor 44, a steering wheel 45, a steering shaft 46, a steering angle sensor 47, a steering torque sensor 48, a following driving operation device 49, a vehicle speed detection device 50, and a surrounding information acquisition device 60.

[0022] <Accelerator pedal operation amount sensor> Accelerator pedal operation amount sensor 42 is a sensor that detects the amount of operation of accelerator pedal 41. Accelerator pedal operation amount sensor 42 is electrically connected to ECU 90. Accelerator pedal operation amount sensor 42 transmits information on the detected amount of operation of accelerator pedal 41 to ECU 90. Based on that information, ECU 90 obtains the amount of operation of accelerator pedal 41 as accelerator pedal operation amount AP.

[0023] Except when executing follow-up running control or deceleration control, which will be described later, the ECU 90 calculates a required driving force (required driving torque) based on the accelerator pedal operation amount AP and the traveling speed (host vehicle speed) of the host vehicle 100. The ECU 90 controls the operation of the drive device 21 so that the required driving force is output. Furthermore, when executing follow-up running control or deceleration control, which will be described later, the ECU 90 determines a driving force required to run the host vehicle 100 so as to achieve a target acceleration GAtgt or a target deceleration GDtgt set by the follow-up running control or deceleration control, and controls the operation of the drive device 21 so that the driving force is output.

[0024] <Brake pedal operation amount sensor> The brake pedal operation amount sensor 44 is a sensor that detects the amount of operation of the brake pedal 43. The brake pedal operation amount sensor 44 is electrically connected to the ECU 90. The brake pedal operation amount sensor 44 transmits information on the detected amount of operation of the brake pedal 43 to the ECU 90. The ECU 90 obtains the amount of operation of the brake pedal 43 as a brake pedal operation amount BP based on the information.

[0025] Except when executing follow-up running control or deceleration control, which will be described later, the ECU 90 obtains a required braking force (required braking torque) by calculation from the brake pedal operation amount BP. The ECU 90 controls the operation of the braking device 22 so that the required braking force is output. When executing follow-up running control or deceleration control, which will be described later, the ECU 90 determines a braking force required to brake the host vehicle 100 so as to achieve a target acceleration GAtgt or a target deceleration GDtgt set by the follow-up running control or deceleration control, and controls the operation of the braking device 22 so that the braking force is output.

[0026] <Steering angle sensor> The steering angle sensor 47 is a sensor that detects the rotation angle of the steering shaft 46 with respect to the neutral position, and is electrically connected to the ECU 90. The steering angle sensor 47 transmits information on the detected rotation angle of the steering shaft 46 to the ECU 90. The ECU 90 obtains the rotation angle of the steering shaft 46 as the steering angle θ based on the information.

[0027] <Steering torque sensor> The steering torque sensor 48 is a sensor that detects the torque input to the steering shaft 46 by the driver DR of the vehicle 100 via the steering wheel 45, and is electrically connected to the ECU 90. The steering torque sensor 48 transmits information on the detected torque to the ECU 90. The ECU 90 acquires the torque input to the steering shaft 46 by the driver DR via the steering wheel 45 (driver input torque) based on the information.

[0028] The ECU 90 obtains a required steering force (required steering torque) based on the steering angle θ, the driver input torque, and the traveling speed (host speed) of the host vehicle 100, and controls the operation of the steering device 23 so that the required steering torque is output from the steering device 23.

[0029] <Tracking control device> The following-travel operation device 49 is a device operated by the driver DR of the host vehicle 100. The following-travel operation device 49 is a device including switches, buttons, etc. These switches, buttons, etc. are provided, for example, on the steering wheel of the host vehicle 100, or on a lever attached to the steering column of the host vehicle 100.

[0030] In this embodiment, the following driving operation device 49 includes a following driving selection switch, a vehicle speed setting switch, a vehicle speed increase button, a vehicle speed decrease button, and a vehicle distance setting button. The following driving operation device 49 is electrically connected to the ECU 90.

[0031] When the driver DR operates the following travel selection switch while the following travel control described below is not being executed, a specific signal is transmitted from the following travel operation device 49 to the ECU 90. When the ECU 90 receives the signal, it determines that the driver DR has requested execution of the following travel control. Then, when the ECU 90 determines that the driver DR has requested execution of the following travel control, it executes the following travel control. On the other hand, when the driver DR operates the following travel selection switch while the following travel control is being executed, a specific signal is transmitted from the following travel operation device 49 to the ECU 90. When the ECU 90 receives the signal, it determines that the driver DR has requested the end of the following travel control. Then, when the ECU 90 determines that the driver DR has requested the end of the following travel control, it ends the following travel control.

[0032] Furthermore, when the driver DR operates the vehicle speed setting switch while the following cruise control is being executed, a specific signal is transmitted from the following cruise operation device 49 to the ECU 90. When the ECU 90 receives the signal, it sets the traveling speed (vehicle speed V100) of the host vehicle 100 at that time as the set vehicle speed V100set in the following cruise control.

[0033] Furthermore, when the driver DR operates the vehicle speed increase button while follow-up cruise control is being executed, a specific signal is sent from the follow-up cruise operation device 49 to the ECU 90. When the ECU 90 receives this signal, it increases the set vehicle speed V100set. On the other hand, when the driver DR operates the vehicle speed decrease button while follow-up cruise control is being executed, a specific signal is sent from the follow-up cruise operation device 49 to the ECU 90. When the ECU 90 receives this signal, it decreases the set vehicle speed V100set.

[0034] Furthermore, when the following distance setting button is operated by the driver DR while the following distance control is being executed, a specific signal is transmitted from the following distance operation device 49 to the ECU 90. This specific signal is a signal (required following distance signal) that indicates the following distance D that the driver DR has requested as the target following distance Dtgt (predetermined following distance) by operating the following distance setting button.

[0035] 2A, the inter-vehicle distance D is the distance between the preceding vehicle 200 and the host vehicle 100, and the target inter-vehicle distance Dtgt is the inter-vehicle distance D targeted in the following cruise control. In this example, the preceding vehicle 200 is a preceding vehicle that travels in the lane (host lane LN1) in which the host vehicle 100 is traveling, within a predetermined distance range ahead of the host vehicle 100. In addition, in the figure, the symbol LN2 is a lane adjacent to the host lane LN1, and in this example, it is the lane in which the oncoming vehicle is traveling.

[0036] In this example, the following distance D that the driver DR can request as the target following distance Dtgt by operating the following distance setting button has three types: a long distance, a medium distance, and a short distance.

[0037] When the ECU 90 receives the required inter-vehicle distance signal, the ECU 90 sets the target inter-vehicle distance Dtgt in accordance with the inter-vehicle distance D (required inter-vehicle distance Dreq) indicated by the signal.

[0038] The ECU 90 may set the target inter-vehicle distance Dtgt according to the required inter-vehicle distance Dreq without taking into account the current vehicle speed V100, but in this example, the ECU 90 sets the target inter-vehicle distance Dtgt according to the required inter-vehicle distance Dreq by taking into account the current vehicle speed V100.

[0039] Specifically, the ECU 90 sets the inter-vehicle distance D, which is a time (predicted arrival time TTC) obtained by dividing the time by the vehicle speed V100 at that time (predicted arrival time TTCref), as the target inter-vehicle distance Dtgt. That is, the ECU 90 sets the inter-vehicle distance D, which satisfies the relationship between the vehicle speed V100 at that time, the predicted arrival time TTCref, and the inter-vehicle distance D, as expressed by the following formula 1, as the target inter-vehicle distance Dtgt.

[0040] TTCref=D / V100 …(1)

[0041] The specified predicted arrival time TTCref is a longer time TTClong when the required inter-vehicle distance Dreq is a longer distance, a medium time TTCmid when the required inter-vehicle distance Dreq is a medium distance, and a shorter time TTCshort when the required inter-vehicle distance Dreq is a shorter distance.

[0042] <Vehicle speed detection device> The vehicle speed detection device 50 is a device that detects the traveling speed of the host vehicle 100, and is, for example, a wheel speed sensor. The vehicle speed detection device 50 is electrically connected to the ECU 90. The vehicle speed detection device 50 transmits information on the detected traveling speed of the host vehicle 100 to the ECU 90. The ECU 90 acquires the traveling speed of the host vehicle 100 (host vehicle speed V) based on the information.

[0043] <Peripheral information acquisition device> The surrounding information acquisition device 60 is a device that detects information about the surroundings of the vehicle 100, and in this example, includes a surrounding information detection device 61, a road information acquisition device 62, and an inter-vehicle communication device 63.

[0044] The surrounding information detection device 61 includes a radio wave sensor 611 and an image sensor 612 .

[0045] <Radio wave sensor> The radio wave sensor 611 is a sensor that detects information about objects existing around the host vehicle 100 using radio waves. For example, it is at least one of a radar sensor (such as a millimeter wave radar), a sound wave sensor such as an ultrasonic sensor (clearance sonar), and an optical sensor such as a lidar (LiDAR). The radio wave sensor 611 is electrically connected to the ECU 90. The radio wave sensor 611 transmits radio waves and receives radio waves (reflected waves) reflected by an object. The radio wave sensor 611 transmits information related to the transmitted radio waves and the received radio waves (reflected waves) to the ECU 90. In other words, the radio wave sensor 611 detects an object existing around the host vehicle 100 and transmits information related to the detected object to the ECU 90. The ECU 90 can acquire information (surrounding information IS) related to an object existing around the host vehicle 100 based on the information (radio wave information IR or radio wave data). The objects detected using the radio wave sensor 611 are, for example, vehicles, walls, bicycles, and people.

[0046] <Image sensor> The image sensor 612 is a sensor that images the surroundings of the host vehicle 100, for example, a camera. The image sensor 612 is electrically connected to the ECU 90. The image sensor 612 images the surroundings of the host vehicle 100 and transmits information related to the imaged image to the ECU 90. The ECU 90 can acquire information (surrounding information IS) about the surroundings of the host vehicle 100 based on the information (image information IC or image data).

[0047] <Road information acquisition device> The road information acquisition device 62 includes a GPS device 621 and a database 622.

[0048] <GPS device> The GPS device 621 is electrically connected to the ECU 90. The GPS device 621 receives a GPS signal and transmits the received GPS signal to the ECU 90. The ECU 90 can acquire the current position of the host vehicle 100 based on the GPS signal.

[0049] <Database> The map data Dmap and the road information data Droad are stored in the database 622. The vehicle driving support device 10 may be configured to wirelessly acquire the map data Dmap and the road information data Droad from a database external to the host vehicle 100.

[0050] The database 622 is electrically connected to the ECU 90. The ECU 90 checks the current position of the vehicle 100 against the map data Dmap stored in the database 622, identifies the point on the map where the vehicle 100 is currently traveling, and obtains information about the road where the vehicle 100 is traveling (road information Iroad) from the road information data Droad as surrounding information IS based on the point.

[0051] In this example, the road information data Droad includes at least information (peripheral information IS) such as intersections, crosswalks, and entrances and exits for emergency vehicles such as fire stations. Based on the peripheral information IS, the ECU 90 can determine whether or not an intersection, crosswalk, or entrance and exit for emergency vehicles such as a fire station is present within a predetermined distance Dth from the vehicle 100 ahead in the traveling direction of the vehicle 100.

[0052] <Vehicle-to-vehicle communication device> The vehicle-to-vehicle communication device 63 is a device that receives a signal wirelessly transmitted from a vehicle (another vehicle) other than the vehicle 100 to the outside, and wirelessly transmits a signal from the vehicle 100 to the outside. The vehicle-to-vehicle communication device 63 is electrically connected to the ECU 90. The ECU 90 can acquire a wireless signal transmitted from another vehicle to the outside via the vehicle-to-vehicle communication device 63, and wirelessly transmit various signals from the vehicle 100 to the outside via the vehicle-to-vehicle communication device 63.

[0053] For example, the ECU 90 can acquire information (peripheral information IS) such as the vehicle speed, acceleration, and position of other vehicles based on wireless signals transmitted from the other vehicles to the outside.

[0054] <Overview of operation of vehicle driving assistance device> Next, there will be described an operation of the vehicle driving support device 10. When the vehicle driving support device 10 determines that the driver DR has requested execution of follow-up cruise control, it executes the following follow-up cruise control or constant speed cruise control.

[0055] <Advance driving control> 2A, when a preceding vehicle 200 is present, the vehicle driving assistance device 10 executes follow-up running control. In this case, the vehicle driving assistance device 10 controls the operation of the drive device 21 and / or the brake device 22 so that the host vehicle 100 follows the preceding vehicle 200. That is, the vehicle driving assistance device 10 calculates the target acceleration GAtgt or the target deceleration GDtgt so that the inter-vehicle distance D is maintained at the target inter-vehicle distance Dtgt, and controls the operation of the drive device 21 and / or the brake device 22 so that the target acceleration GAtgt or the target deceleration GDtgt is achieved.

[0056] 2B, when the inter-vehicle distance D is longer than the target inter-vehicle distance Dtgt, the vehicle driving support device 10 calculates the target acceleration GAtgt so as to shorten the inter-vehicle distance D, and controls the operation of the drive device 21 so as to achieve the target acceleration GAtgt. This increases the vehicle speed V100 of the host vehicle 100, and as a result, the inter-vehicle distance D becomes shorter.

[0057] 2C, when the inter-vehicle distance D is shorter than the target inter-vehicle distance Dtgt, the vehicle driving assistance device 10 calculates the target deceleration GDtgt so as to increase the inter-vehicle distance D, and controls the operation of the braking device 22 (and / or the drive device 21) so as to achieve the target deceleration GDtgt. This causes the vehicle speed V100 of the host vehicle 100 to decrease, and as a result, the inter-vehicle distance D becomes longer.

[0058] In this example, if the target inter-vehicle distance Dtgt is equal to or less than zero, the host vehicle 100 will come into contact with the preceding vehicle 200, so the target inter-vehicle distance Dtgt is set to a value greater than zero and sufficient to decelerate the host vehicle 100 without causing contact with the preceding vehicle 200 even if the preceding vehicle 200 suddenly decelerates.

[0059] <Constant speed control> Furthermore, the vehicle driving support device 10 executes constant speed cruise control when there is no preceding vehicle 200 as shown in Fig. 3. In this case, the vehicle driving support device 10 controls the operation of the drive device 21 and / or the brake device 22 so that the vehicle speed V100 is maintained at the set vehicle speed V100set.

[0060] <Deceleration control> Incidentally, when the preceding vehicle 200 stops while the following cruise control is being executed, there is a possibility that the host vehicle 100 may stop within an intersection depending on the stopping position of the preceding vehicle 200. It is not desirable for the host vehicle 100 to stop within a no-stop area such as an intersection.

[0061] Therefore, as shown in Figure 4, when the vehicle driving assistance device 10 determines based on the surrounding information IS that a no-stop area A1 such as an intersection 300 exists ahead of the vehicle 100 in the direction of travel within a predetermined distance Dth from the vehicle 100, the vehicle driving assistance device 10 acquires a point (potential stopping point Pstop) where the preceding vehicle 200 may stop.

[0062] In this example, the potential stopping point Pstop is a point where the preceding vehicle 200 is predicted to stop when the preceding vehicle 200 currently starts decelerating in order to stop.

[0063] The vehicle driving assistance device 10 acquires the potential stopping point Pstop based on the vehicle speed V200 of the preceding vehicle 200 at that time and the predetermined deceleration GDbase. The vehicle driving assistance device 10 acquires the vehicle speed V200 of the preceding vehicle 200 based on the surrounding information IS. The predetermined deceleration GDbase is an arbitrary deceleration that is a general deceleration for a vehicle and is stored in advance in the vehicle driving assistance device 10. The vehicle driving assistance device 10 may use a constant value of the predetermined deceleration GDbase regardless of the distance from the preceding vehicle 200 to the stop impossible area A1, but in this example, the shorter the distance from the preceding vehicle 200 to the stop impossible area A1, the larger the value of the predetermined deceleration GDbase that is used.

[0064] When acquiring the potential stopping point Pstop, the vehicle driving assistance device 10 determines whether or not the host vehicle 100 will stop in the no-stop area A1 if the preceding vehicle 200 stops at the potential stopping point Pstop.

[0065] The no-stopping area A1 is an area where it is not desirable for the vehicle 100 to stop, such as the area within the intersection 300 mentioned above, the area of ​​a crosswalk, or a zebra zone near the entrance or exit of an emergency vehicle at a fire station, etc.

[0066] When the no-stop area A1 is an area inside the intersection 300, the no-stop area A1 is an area from the stop line 301 installed at the intersection 300 to the exit 302 of the intersection 300, as shown in Fig. 5(A). Note that in the example shown in Fig. 5, the exit 302 of the intersection 300 is the edge of the pedestrian crossing installed beyond the intersection 300 relative to the vehicle 100, on the side farther from the vehicle 100.

[0067] In the example shown in Figure 5, the no-stopping area A1 is a roughly rectangular area whose vertical length L1x is equal to the length from the stop line 301 to the exit 302 of the intersection 300 and whose horizontal length L2x is equal to the width of the own lane LN1, as shown in Figure 5 (B).

[0068] In this example, when the potential stop point Pstop is a point within the deceleration execution determination area A2, the vehicle driving assistance device 10 determines that if the preceding vehicle 200 stops at the potential stop point Pstop, the host vehicle 100 will stop in the stop impossible area A1. On the other hand, when the potential stop point Pstop is not a point within the deceleration execution determination area A2, the vehicle driving assistance device 10 determines that the host vehicle 100 will not stop in the stop impossible area A1 even if the preceding vehicle 200 stops at the potential stop point Pstop.

[0069] The deceleration execution judgment area A2 is an area in which, if the preceding vehicle 200 stops within the deceleration execution judgment area A2 and the host vehicle 100 is stopped following it by following driving control, the host vehicle 100 will stop within the no-stop area A1.

[0070] When the stop-prohibited area A1 is an area within the intersection 300, the deceleration execution determination area A2 is an area from a point that is the stopping distance D0 ahead of the stop line 301 to a point that is the total length L100 of the host vehicle 100 and the stopping distance D0 ahead of the exit 302 of the intersection 300, as shown in (C) of Fig. 5. The stopping distance D0 is the inter-vehicle distance D that should be secured when the host vehicle 100 is stopped by following the preceding vehicle 200 when it has stopped, by following the preceding vehicle 200 when it has stopped. That is, when the vehicle driving assistance device 10 stops the host vehicle 100 by following the preceding vehicle 200 when it has stopped during the execution of the following-travel control, the vehicle driving assistance device 10 stops the host vehicle 100 so that the inter-vehicle distance D when the host vehicle 100 is stopped becomes the stopping distance D0.

[0071] In the example shown in Figure 5, the deceleration execution judgment area A2 is an approximately rectangular area whose vertical length L2x is equal to the length from the stop line 301 to the exit 302 of the intersection 300 minus the stopping distance D0, plus the total length L100 of the vehicle 100 and the stopping distance D0, as shown in Figure 5 (D), and whose horizontal length L2Y is equal to the width of the vehicle lane LN1.

[0072] As shown in Figure 4, when the preceding vehicle 200 and the host vehicle 100 are traveling at a location relatively far from the intersection 300, the potential stopping point Pstop is not a point within the deceleration execution judgment area A2, but as shown in Figure 6, when the preceding vehicle 200 and the host vehicle 100 approach the intersection 300, the potential stopping point Pstop becomes a point within the deceleration execution judgment area A2.

[0073] The vehicle driving support device 10 continues to execute the following running control while it is determined that the host vehicle 100 will not stop in the no-stop area A1 even if the preceding vehicle 200 stops at the potential stop point Pstop.

[0074] When the vehicle driving assistance device 10 determines that the host vehicle 100 will stop within the no-stop area A1 when the preceding vehicle 200 stops at the potential stopping point Pstop, the vehicle driving assistance device 10 stops the following driving control and starts deceleration control to decelerate the host vehicle 100 so that the host vehicle 100 stops just before the no-stop area A1.

[0075] When the no-stop area A1 is an area within an intersection 300, and a stop line 301 is provided at the intersection 300, the vehicle driving assistance device 10 sets a target deceleration GDtgt so that the host vehicle 100 stops before the stop line 301, and controls the operation of the drive device 21 and / or the brake device 22 so that the target deceleration GDtgt is achieved. According to this, as shown in Fig. 7, even if the preceding vehicle 200 stops within the intersection 300, the host vehicle 100 is stopped before the stop line 301.

[0076] Also, as shown in FIG. 8, when the preceding vehicle 200 passes through an intersection 300 or other such no-stop area A1 and the potential stopping point Pstop moves out of the deceleration execution judgment area A2, the vehicle driving assistance device 10 determines that even if the preceding vehicle 200 stops at the potential stopping point Pstop, the host vehicle 100 will no longer stop within the no-stop area A1, stops the deceleration control, and resumes the following driving control.

[0077] <Effects> According to the vehicle driving support device 10, even if the preceding vehicle 200 stops in a stop-prohibited area A1 such as an intersection 300, the host vehicle 100 stops just before the stop-prohibited area A1. This makes it possible to prevent the host vehicle 100 from stopping in the stop-prohibited area A1 without causing the driver DR to feel uncomfortable.

[0078] <Specific operation of the vehicle driving support device> Next, there will be described an example of a specific operation of the vehicle driving support device 10. The CPU of the ECU 90 of the vehicle driving support device 10 is configured to execute a routine shown in Fig. 9 every time a predetermined calculation time has elapsed.

[0079] Therefore, at a predetermined timing, the CPU starts the process from step 900 in FIG. 9, and proceeds to step 905 to determine whether or not the execution of follow-up cruise control is requested.

[0080] If the CPU determines "Yes" in step 905, the process proceeds to step 915, where it determines whether or not the preceding vehicle 200 is present.

[0081] If the CPU determines "Yes" in step 915, it proceeds to step 920 and determines whether or not a no-stop area A1 exists ahead of the host vehicle 100 in the traveling direction within a predetermined distance Dth from the host vehicle 100.

[0082] If the CPU determines "Yes" in step 920, the process proceeds to step 925 to obtain the potential stop point Pstop. Next, the CPU proceeds to step 930 to determine whether the potential stop point Pstop is a point within the deceleration execution determination region A2.

[0083] If the CPU judges "Yes" in step 930, the CPU advances the process to step 935 and executes the routine shown in Fig. 10 to perform deceleration control. That is, when the CPU advances the process to step 935, the CPU starts the process from step 1000 in Fig. 10, advances the process to step 1005, and acquires the target deceleration GDtgt by calculation. Next, the CPU advances the process to step 1010 and sends a command to the drive device 21 and / or the brake device 22 to control the operation of the drive device 21 and / or the brake device 22 so that the target deceleration GDtgt acquired in step 1005 is achieved. After that, the CPU advances the process to step 995 in Fig. 9 via step 1095, and temporarily ends this routine.

[0084] Moreover, when the CPU judges "No" in step 920 or step 930 in Fig. 9, the CPU advances the process to step 940 and executes the routine shown in Fig. 11. Therefore, when the CPU advances the process to step 940, the CPU starts the process from step 1100 in Fig. 11, advances the process to step 1105, and judges whether the inter-vehicle distance D is greater than the target inter-vehicle distance Dtgt.

[0085] If the CPU determines "Yes" in step 1105, it proceeds to step 1110 and calculates the target acceleration GAtgt as described with reference to Fig. 2. Next, the CPU proceeds to step 1115 and sends a command to the drive device 21 and / or the brake device 22 to control the operation of the drive device 21 and / or the brake device 22 so as to achieve the target acceleration GAtgt obtained in step 1110. Thereafter, the CPU proceeds to step 995 in Fig. 9 via step 1195 and temporarily ends this routine.

[0086] On the other hand, if the CPU determines "No" in step 1105, it advances the process to step 1120 and determines whether the inter-vehicle distance D is smaller than the target inter-vehicle distance Dtgt.

[0087] If the CPU determines "Yes" in step 1120, it proceeds to step 1125 and calculates the target deceleration GDtgt as described with reference to Fig. 2. Next, the CPU proceeds to step 1130 and sends a command to the drive device 21 and / or the brake device 22 to control the operation of the drive device 21 and / or the brake device 22 so as to achieve the target deceleration GDtgt obtained in step 1125. Thereafter, the CPU proceeds to step 995 in Fig. 9 via step 1195 and temporarily ends this routine.

[0088] On the other hand, if the CPU determines "No" in step 1120, the process proceeds to step 1135, and sends a command to the drive device 21 and / or the brake device 22 to control the operation of the drive device 21 and / or the brake device 22 so as to maintain the current vehicle speed V100. After that, the CPU proceeds to step 995 in Fig. 9 via step 1195, and temporarily ends this routine.

[0089] Moreover, when the CPU determines "No" in step 915 in Fig. 9, it advances the process to step 945 and executes the routine shown in Fig. 12. Therefore, when the CPU advances the process to step 945, it starts the process from step 1200 in Fig. 12, advances the process to step 1205, and determines whether the vehicle speed V100 is lower than the set vehicle speed V100set.

[0090] If the CPU determines "Yes" in step 1205, it proceeds to step 1210 and calculates the target acceleration GAtgt as described with reference to Fig. 3. Next, the CPU proceeds to step 1215 and sends a command to the drive device 21 and / or the brake device 22 to control the operation of the drive device 21 and / or the brake device 22 so as to achieve the target acceleration GAtgt obtained in step 1210. Thereafter, the CPU proceeds to step 995 in Fig. 9 via step 1295 and temporarily ends this routine.

[0091] On the other hand, if the CPU determines "No" in step 1205, the process proceeds to step 1220, where it determines whether the vehicle speed V100 is higher than the set vehicle speed V100set.

[0092] If the CPU determines "Yes" in step 1220, it proceeds to step 1225 and calculates the target deceleration GDtgt as described with reference to Fig. 3. Next, the CPU proceeds to step 1230 and sends a command to the drive device 21 and / or the brake device 22 to control the operation of the drive device 21 and / or the brake device 22 so as to achieve the target deceleration GDtgt obtained in step 1225. Thereafter, the CPU proceeds to step 995 in Fig. 9 via step 1295 and temporarily ends this routine.

[0093] On the other hand, if the CPU determines "No" in step 1220, the process proceeds to step 1235, where it sends a command to the drive device 21 and / or the brake device 22 to control the operation of the drive device 21 and / or the brake device 22 so as to maintain the current vehicle speed V100. After that, the CPU proceeds to step 995 in Fig. 9 via step 1295, and temporarily ends this routine.

[0094] 9, the CPU advances the process to step 950, where it calculates and obtains the required acceleration Greq based on the accelerator pedal depression amount AP. Next, the CPU advances the process to step 955, where it sends a command to the drive device 21 and / or the brake device 22 to control the operation of the drive device 21 and / or the brake device 22 so as to achieve the required acceleration Greq obtained in step 950. After that, the CPU advances the process to step 995, where it temporarily ends this routine.

[0095] The above is an example of a specific operation of the vehicle driving assistance device 10.

[0096] The present invention is not limited to the above-described embodiment, and various modifications can be made within the scope of the present invention. [Explanation of symbols]

[0097] 10...vehicle driving support device, 20...travel device, 21...drive device, 22...braking device, 49...following driving operation device, 60...peripheral information acquisition device, 61...peripheral information detection device, 611...radio wave sensor, 612...image sensor, 62...road information acquisition device, 63...vehicle-to-vehicle communication device, 90...ECU, 100...own vehicle, 200...preceding vehicle

Claims

1. A vehicle driving support device that performs follow-up running control to cause a host vehicle to follow a preceding vehicle by automatically controlling an acceleration / deceleration speed of the host vehicle, When a stop-prohibited area exists ahead of the preceding vehicle during execution of the following cruise control, a point where the preceding vehicle may stop is acquired as a potential stopping point; when the preceding vehicle stops at the potential stopping point and the host vehicle stops within the no-stop area, the following travel control is stopped and deceleration control is executed to decelerate the host vehicle so that the host vehicle stops before the no-stop area. It is configured as follows: In a vehicle driving assistance device, after starting the deceleration control, when the host vehicle does not stop within the stop impossible area even if the preceding vehicle stops at the potential stopping point before the host vehicle stops in front of the stop impossible area, the deceleration control is stopped and the following running control is resumed. It is configured as follows: Vehicle driving assistance device.

2. The vehicle driving support device according to claim 1, The potential stopping point is a point where the preceding vehicle is predicted to stop when the preceding vehicle currently starts decelerating in order to stop. Vehicle driving assistance device.

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