阅读说明：本技术 车辆控制装置、车辆控制方法以及车辆控制系统 (Vehicle control device, vehicle control method, and vehicle control system ) 是由 高浜琢 于 2020-01-17 设计创作，主要内容包括：提供一种车辆控制装置,其能够减轻驾驶操作的负担,并且能够在广泛的状况下抑制乘员产生异常感。车辆控制装置构成为,能够独立于车辆的乘员的加减速操作,将车辆的速度调整为设定的目标车速,或将在车辆的前方行驶的前行车和车辆的车间调整为设定的目标车间。该车辆控制装置取得与车辆和前行车的车间相关的信息,取得与乘员进行的加减速操作相关的信息,基于取得的与车间相关的信息和与加减速操作相关的信息,更新目标车速以及目标车间的设定。然后,朝向车辆的制动驱动装置(制动器、发动机)输出调整为基于更新后的目标车速以及目标车间的行驶状态的制动驱动指令(驱动指令、制动指令)。(Provided is a vehicle control device which can reduce the burden of driving operation and can restrain the abnormal feeling of passengers in a wide range of conditions. The vehicle control device is configured to be capable of adjusting a speed of the vehicle to a set target vehicle speed or adjusting a preceding vehicle traveling ahead of the vehicle and a vehicle to a set target vehicle speed independently of an acceleration/deceleration operation of an occupant of the vehicle. The vehicle control device acquires information on a vehicle-to-vehicle relationship between the vehicle and the preceding vehicle, acquires information on acceleration/deceleration operations performed by the occupant, and updates the target vehicle speed and the target vehicle-to-vehicle relationship setting based on the acquired information on the vehicle-to-vehicle relationship and the acquired information on the acceleration/deceleration operations. Then, a brake driving command (driving command, braking command) adjusted based on the updated target vehicle speed and the traveling state of the target vehicle is output to a brake driving device (brake, engine) of the vehicle.)

1. A vehicle control device having a controller configured to perform a calculation for adjusting a speed of a vehicle to a set target vehicle speed or adjusting a preceding vehicle traveling ahead of the vehicle and a vehicle to a set target vehicle speed, independently of an acceleration/deceleration operation by an occupant of the vehicle, the vehicle control device being characterized in that,

the controller is configured to control the operation of the motor,

obtaining information relating to the vehicle and a vehicle in the preceding vehicle,

acquiring information related to the acceleration/deceleration operation performed by the occupant,

updating the target vehicle speed and the target vehicle speed setting based on the acquired information on the vehicle and the acquired information on the acceleration/deceleration operation,

and outputting a command for adjusting the target vehicle speed and the driving state of the target vehicle to the vehicle brake driving device.

2. The vehicle control apparatus according to claim 1,

the controller is configured to update the setting of the target vehicle speed so as to change the setting of the target vehicle speed without changing the setting of the target vehicle speed when an inter-vehicle distance between the vehicle and the preceding vehicle is larger than a first threshold value in the information related to the inter-vehicle distance.

3. The vehicle control apparatus according to claim 2,

the controller is configured to, in relation to the change of the setting of the target vehicle speed, compare a traveling vehicle speed with a vehicle speed at a final stage of an accelerator operation by the occupant and select a higher one of the traveling vehicle speeds to change the setting, or compare the traveling vehicle speed with a vehicle speed at a final stage of a brake operation by the occupant and select a lower one of the traveling vehicle speeds to change the setting.

4. The vehicle control apparatus according to claim 1,

the controller is configured to update the setting of the target vehicle speed and the setting of the target vehicle speed so that the setting is changed when an inter-vehicle distance between the vehicle and the preceding vehicle is larger than a second threshold value and smaller than a first threshold value in the information related to the inter-vehicle distance.

5. The vehicle control apparatus according to claim 4,

the controller is configured to change the setting of the target vehicle speed by comparing a running vehicle speed with a vehicle speed at a final stage of an accelerator operation by the occupant, selecting a higher one of the running vehicle speeds and changing the selected one of the running vehicle speeds by adding a predetermined value to the selected vehicle speed, or comparing the running vehicle speed with a vehicle speed at a final stage of a brake operation by the occupant, selecting a lower one of the running vehicle speeds and changing the selected one of the running vehicle speeds,

further, the controller is configured to select the shorter one by comparing the inter-vehicle distance with the inter-vehicle distance at the final stage of the accelerator operation by the passenger, or to select the longer one by comparing the inter-vehicle distance with the inter-vehicle distance at the final stage of the brake operation by the passenger, in relation to the change of the setting of the target inter-vehicle distance.

6. The vehicle control apparatus according to claim 1,

the controller is configured to update the setting of the target vehicle speed so as to change the setting of the target vehicle speed without changing the setting of the target vehicle speed when an inter-vehicle distance between the vehicle and the preceding vehicle is smaller than a second threshold value in the information related to the inter-vehicle distance.

7. The vehicle control apparatus according to claim 6,

the controller is configured to select the shorter one by comparing the inter-vehicle distance with the inter-vehicle distance at the final stage of the accelerator operation by the passenger, or to select the longer one by comparing the inter-vehicle distance with the inter-vehicle distance at the final stage of the brake operation by the passenger, in relation to the change of the setting of the target inter-vehicle distance.

8. The vehicle control apparatus according to claim 1,

the controller is configured to set the target vehicle space based on a vehicle space time between the vehicle and a preceding vehicle, when the vehicle is not at an extremely low speed.

9. The vehicle control apparatus according to claim 1,

the controller is configured to set the target vehicle lane based on a vehicle lane distance between the vehicle and a preceding vehicle at an extremely low speed.

10. The vehicle control apparatus according to claim 1,

the controller is configured to update the setting of the target vehicle speed so as to change the setting of the target vehicle speed without changing the setting of the target vehicle speed when an inter-vehicle distance between the vehicle and the preceding vehicle is larger than a first threshold value in the information on the inter-vehicle distance,

further, the controller is configured to update the setting of the target vehicle speed so as to change the setting of the target vehicle speed without changing the setting of the target vehicle speed when an inter-vehicle distance between the vehicle and the preceding vehicle is smaller than a first threshold value in the information related to the inter-vehicle distance.

11. The vehicle control apparatus according to claim 1,

the controller is configured to reset the target vehicle speed when the road type is changed.

12. The vehicle control apparatus according to claim 1,

the controller is configured to reset the target vehicle speed when the speed flag is detected.

13. The vehicle control apparatus according to claim 1,

the controller is configured to change the target vehicle speed and the target inter-vehicle distance setting using an operation amount of an accelerator or a brake at a final stage of acceleration/deceleration operation by the occupant.

14. The vehicle control apparatus according to claim 1,

the controller is configured to change the target vehicle speed and the target vehicle-to-vehicle setting using a value obtained after a predetermined time has elapsed from the end of the acceleration/deceleration operation by the occupant.

15. The vehicle control apparatus according to claim 1,

the controller is configured to suppress control of the brake driving device based on the command when an operation related to a route change of the vehicle is performed.

16. The vehicle control apparatus according to claim 1,

the command is a command for controlling a brake driving device of the vehicle according to a target inter-vehicle distance when there is a preceding vehicle, and is a command for controlling the brake driving device of the vehicle according to a target vehicle speed when there is no preceding vehicle.

17. A vehicle control method capable of adjusting a speed of a vehicle to a set target vehicle speed or adjusting a preceding vehicle traveling ahead of the vehicle and a vehicle headway of the vehicle to a set target vehicle headway independently of an acceleration/deceleration operation by an occupant of the vehicle, the vehicle control method comprising:

obtaining information relating to a vehicle and a vehicle in front of the vehicle;

acquiring information related to the acceleration/deceleration operation performed by the occupant;

updating the target vehicle speed and the target vehicle speed setting based on the acquired information on the vehicle and the acquired information on the acceleration/deceleration operation;

and outputting a command for adjusting the target vehicle speed and the driving state of the target vehicle to the vehicle brake driving device.

18. A vehicle control system is characterized by comprising:

a preceding vehicle information acquisition unit that acquires information relating to a preceding vehicle that is traveling ahead of the vehicle;

a motion state detection unit that detects a motion state of the vehicle;

a control unit configured to perform a calculation for adjusting a speed of the vehicle to a set target vehicle speed or adjusting a vehicle clearance between the preceding vehicle and the vehicle to a set target vehicle clearance, independently of an acceleration/deceleration operation by an occupant of the vehicle,

the control unit is configured to acquire information on the vehicle and a vehicle passing therethrough, which is acquired based on the information on the preceding vehicle acquired by the preceding vehicle information acquisition unit and the motion state of the vehicle acquired by the motion state detection unit,

acquiring information related to the acceleration/deceleration operation performed by the occupant,

updating the target vehicle speed and the target vehicle speed setting based on the acquired information on the vehicle and the acquired information on the acceleration/deceleration operation,

outputting a command adjusted to be based on the updated target vehicle speed and the running state of the target vehicle to a brake driving device of the vehicle;

and a brake driving device for the vehicle, which acquires the command output from the control unit.

Technical Field

The present invention relates to a vehicle control device and a vehicle control method for assisting driving of a vehicle, and a vehicle control system using the vehicle control device.

Background

Conventionally, various vehicle control devices for assisting driving of a vehicle have been proposed, and as one of them, for example, a technique of patent document 1 is known. The travel control device described in patent document 1 controls the travel state of the vehicle based on the target upper limit speed and the target inter-vehicle distance, independently of an accelerator pedal operation or a brake pedal operation performed by an occupant of the vehicle. In this travel control, the target upper limit speed and the target inter-vehicle distance are set and changed in accordance with a predetermined accelerator pedal operation or brake pedal operation by the occupant, thereby reducing the burden of the driving operation.

Documents of the prior art

Patent document

Patent document 1: japanese unexamined patent publication No. 2004-306690

Disclosure of Invention

Problems to be solved by the invention

However, in patent document 1, the target inter-vehicle distance is updated based on a comparison between the target inter-vehicle distance and the current inter-vehicle distance when there is a preceding vehicle, and the target vehicle speed is updated based on a comparison between the target vehicle speed and the current vehicle speed when there is no preceding vehicle. However, if the control is performed by updating only one of the target inter-vehicle distance and the target vehicle speed, the setting may not be performed in accordance with the target of the occupant, which may cause the occupant to feel abnormal.

The present invention has been made in view of the above circumstances, and an object thereof is to provide a vehicle control device, a vehicle control method, and a vehicle control system that can reduce the burden of driving operation and can suppress the occurrence of an abnormal feeling in an occupant in a wide range of situations.

Means for solving the problems

In order to solve the above problem, a vehicle control device according to the present invention includes a controller configured to perform a calculation for adjusting a speed of a vehicle to a set target vehicle speed or adjusting a preceding vehicle traveling ahead of the vehicle and a vehicle to a set target vehicle hall, independently of an acceleration/deceleration operation by an occupant of the vehicle, wherein the controller is configured to acquire information on a vehicle hall between the vehicle and the preceding vehicle, acquire information on the acceleration/deceleration operation performed by the occupant, update settings of the target vehicle speed and the target vehicle hall based on the acquired information on the vehicle hall and the acquired information on the acceleration/deceleration operation, and output a command to the brake drive device of the vehicle, the command being adjusted based on the updated target vehicle speed and a traveling state of the target vehicle hall.

A vehicle control method according to the present invention is a vehicle control method for adjusting a speed of a vehicle to a set target vehicle speed or adjusting a preceding vehicle traveling ahead of the vehicle and a vehicle headway of the vehicle to a set target vehicle headway independently of an acceleration/deceleration operation of an occupant of the vehicle, the vehicle control method including: obtaining information relating to a vehicle and a vehicle in front of the vehicle; acquiring information related to the acceleration/deceleration operation performed by the occupant; updating the target vehicle speed and the target vehicle speed setting based on the acquired information on the vehicle and the acquired information on the acceleration/deceleration operation; and outputting a command for adjusting the target vehicle speed and the driving state of the target vehicle to the vehicle brake driving device.

Further, a vehicle control system according to the present invention includes: a preceding vehicle information acquisition unit that acquires information relating to a preceding vehicle that is traveling ahead of the vehicle; a motion state detection unit that detects a motion state of the vehicle; a control unit configured to perform a calculation for adjusting a speed of the vehicle to a set target vehicle speed or adjusting a vehicle clearance between the preceding vehicle and the vehicle to a set target vehicle clearance, independently of an acceleration/deceleration operation by an occupant of the vehicle, the control unit is configured to acquire information on a vehicle-to-vehicle relationship between the vehicle and the preceding vehicle, which is obtained based on the information on the preceding vehicle acquired by the preceding vehicle information acquisition unit and the motion state of the vehicle acquired by the motion state detection unit, acquire information on the acceleration/deceleration operation performed by the occupant, update the settings of the target vehicle speed and the target vehicle-to-vehicle relationship based on the acquired information on the vehicle-to-vehicle relationship and the information on the acceleration/deceleration operation, and output a command to the brake drive device of the vehicle, the command being adjusted based on the updated target vehicle speed and the travel state of the target vehicle-to-vehicle relationship; and a brake driving device for the vehicle, which acquires the command output from the control unit.

Effects of the invention

According to the present invention, since the setting change of the target vehicle speed and the target vehicle speed can be adjusted without requiring a dedicated switch or the like, the driver who is not accustomed to the system for controlling the traveling state of the vehicle can easily understand the setting change, and the burden of the driving operation can be reduced. Further, since the setting of the target vehicle speed and the target vehicle speed is changed by the acceleration/deceleration operation of the vehicle based on the vehicle-to-vehicle distance (vehicle-to-vehicle time) with respect to the preceding vehicle, it is possible to suppress the occurrence of the feeling of abnormality of the occupant in a wide range of situations.

Drawings

Fig. 1 is a schematic configuration diagram of a vehicle control system according to an embodiment of the present invention.

Fig. 2 is a block diagram extracting and showing a main part of the vehicle control system in fig. 1.

Fig. 3 is a graph for explaining target settings corresponding to the vehicle and the vehicle traveling ahead.

Fig. 4 is a flowchart showing a vehicle control method of the first embodiment of the invention.

Fig. 5 is a flowchart showing a vehicle control method following fig. 4.

Fig. 6 is a graph for explaining a target setting example in the vehicle control method of fig. 4 and 5.

Fig. 7A is a schematic diagram for explaining a case where the host vehicle travels at a constant speed following a preceding vehicle.

Fig. 7B is a graph for explaining the relationship between the vehicle speed and the target value and measured value of the vehicle in the case where the vehicle travels at a constant speed following the preceding vehicle.

Fig. 8A is a schematic diagram for explaining an initial state in which the host vehicle travels at a constant speed following a preceding vehicle.

Fig. 8B is a graph for explaining a relationship between the vehicle speed in the initial state of traveling at a constant speed following the preceding vehicle and the target value and the measured value of the vehicle.

Fig. 9A is a schematic diagram for explaining a case where the override control by the driver occurs from the initial state of fig. 8A and 8B.

Fig. 9B is a graph for explaining the relationship between the vehicle speed and the target value and the measured value of the vehicle interior when the coverage control by the driver occurs from the initial state in fig. 8A and 8B.

Fig. 10A is a schematic diagram for explaining an initial state of traveling at a constant speed following a preceding vehicle.

Fig. 10B is a graph for explaining a relationship between the vehicle speed in the initial state of traveling at a constant speed following the preceding vehicle and the target value and the measured value of the vehicle.

Fig. 11A is a schematic diagram for explaining a case where the override control by the driver occurs from the initial state of fig. 10A and 10B.

Fig. 11B is a graph for explaining the relationship between the vehicle speed and the target value and the measured value of the vehicle interior when the coverage control by the driver occurs from the initial state of fig. 10A and 10B.

Fig. 12A is a schematic diagram for explaining a case where the coverage control by the driver is continued from the coverage control state of fig. 11A and 11B.

Fig. 12B is a graph for explaining the relationship between the target value and the measured value of the vehicle speed and the vehicle distance when the coverage control by the driver is continued from the coverage control state shown in fig. 11A and 11B.

Fig. 13A is a schematic diagram for explaining a case where the host vehicle and the preceding vehicle are brought very close to each other by continuation of the coverage control by the driver.

Fig. 13B is a graph for explaining the relationship between the vehicle speed and the target value and the measured value of the vehicle-to-vehicle distance when the vehicle-to-vehicle distance between the host vehicle and the preceding vehicle is extremely close to each other by the continuation of the coverage control by the driver.

Fig. 14A is a schematic diagram for explaining a case where the preceding vehicle changes lanes from the very close state of fig. 13A and 13B.

Fig. 14B is a graph for explaining the relationship between the vehicle speed and the target value and the measured value of the vehicle interior when the preceding vehicle changes lanes from the very close state shown in fig. 13A and 13B.

Fig. 15A is a schematic diagram for explaining a case where the host vehicle travels side by side with a surrounding vehicle traveling on a right lane.

Fig. 15B is a graph for explaining the relationship between the vehicle speed and the target value and measured value of the vehicle-to-vehicle in the case where the host vehicle travels side by side with the peripheral vehicle traveling on the right lane.

Fig. 16A is a schematic diagram for explaining the relationship between the vehicle speed and the target value and the measured value of the vehicle interior when the peripheral vehicle traveling on the right lane suddenly enters the own lane from the parallel traveling state shown in fig. 15A and 15B.

Fig. 16B is a graph for explaining the relationship between the vehicle speed and the target value and measured value of the vehicle interior when the peripheral vehicle traveling on the right lane suddenly enters the own lane from the parallel traveling state of fig. 15A and 15B.

Fig. 17A is a schematic diagram for explaining a case where the brake is depressed when a peripheral vehicle traveling on the right lane suddenly enters the own lane.

Fig. 17B is a graph for explaining a relationship between the vehicle speed and the target value and the measured value of the vehicle interior when the brake is depressed when the peripheral vehicle traveling on the right lane suddenly enters the own lane.

Fig. 18 is a flowchart showing a vehicle control method of the second embodiment of the invention.

Fig. 19 is a flowchart showing a vehicle control method following fig. 18.

Fig. 20 is a graph for explaining a target setting example in the vehicle control method of fig. 18 and 19.

Fig. 21 is a timing chart showing a relationship between the target setting change and the pedal operation period, in the case where there is no preceding vehicle in the first embodiment.

Fig. 22 is a timing chart showing a relationship between the target setting change and the pedal operation period, in the case where there is no preceding vehicle in the second embodiment.

Fig. 23A is a schematic diagram for explaining the movement of the own vehicle and the preceding vehicle in the case where the control function is not weakened when the direction indicator is operated.

Fig. 23B is a schematic diagram for explaining the movement of the own vehicle and the preceding vehicle in the case where the control function is not weakened when the direction indicator is operated.

Fig. 24A is a sequence diagram illustrating the operation of the vehicle in a case where the control function is not impaired when the direction indicator is operated.

Fig. 24B is an operation timing chart for explaining the vehicle speed in the case where the control function is not weakened when the direction indicator is operated.

Fig. 24C is an operation timing chart of the target G for explaining a case where the control function is not weakened when the direction indicator is operated.

Fig. 25A is a schematic diagram for explaining the movement of the own vehicle and the preceding vehicle in the case where the control function is weakened when the direction indicator is operated.

Fig. 25B is a schematic diagram for explaining the movement of the own vehicle and the preceding vehicle in the case where the control function is weakened when the direction indicator is operated.

Fig. 26A is a diagram for explaining a plant in a case where the control function is weakened when the direction indicator is operated.

Fig. 26B is an operation timing chart for explaining the vehicle speed in the case where the control function is weakened when the direction indicator is operated.

Fig. 26C is an operation timing chart of the target G for explaining a case where the control function is weakened when the direction indicator is operated.

Detailed Description

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

Fig. 1 shows a schematic configuration of a vehicle control system according to an embodiment of the present invention. The vehicle control system includes a system switch 1, a vehicle speed sensor 2, a direction indicator 3, an external recognition device 4, an engine controller 5, a brake controller 6, an accelerator pedal sensor 7, a brake pedal sensor 8, a vehicle control device 9, and the like.

The vehicle control device 9 is a vehicle control device that controls a brake driving device that drives and brakes the vehicle 11. The brake drive device is a brake drive device in which a braking function and a driving function are combined, such as a brake device (brakes 13a to 13d, motor regeneration, or the like) and a drive device (engine 12, motor, or the like). That is, the vehicle control device 9 outputs the brake drive command SD (drive command SDa, brake command SDb) to the engine controller 5 that controls the engine 12 and the brake controller 6 that controls the brakes 13a to 13d, respectively, to assist the driver in driving the vehicle 11.

The system switch 1 generates an assist request signal SS for requesting assistance for driving from a driver (not limited to the driver, but may be a passenger of the vehicle, which is described as a case of operation by the driver) and outputs the assist request signal SS to the vehicle control device 9. The system switch 1 determines on/off of a function called "automatic driving level 2". The assist request signal SS is generated by the on operation of the system switch 1, and the off operation of the system switch 1 functions as an assist suspension signal. The system switch 1 may be any switch as long as it is a switch for generating a signal requesting assistance of both steering and brake driving of the vehicle 11, such as various operation switches, a detection switch for detecting a certain operation, and a voice input microphone.

The vehicle speed sensor 2 detects the vehicle speed of the vehicle 11, and outputs a vehicle speed signal SP to the vehicle control device 9. The direction indicator 3 is a direction indicator for displaying when the vehicle 11 turns left and right, and outputs the operation condition signal SY to the vehicle control device 9. The environment recognition device 4 includes an environment recognition sensor such as a stereo camera or a radar, and detects a preceding vehicle (or a preceding vehicle, which is referred to as a preceding vehicle in the present embodiment). Then, the external state of the vehicle 11 is recognized, and a signal SE indicating the detection result of the preceding vehicle and a signal SF indicating the detection result of the speed limit are output to the vehicle control device 9.

The accelerator pedal sensor 7 is an accelerator pedal sensor that detects an accelerator pedal opening (how much the accelerator pedal is stepped on), and outputs a detection signal SA to the engine controller 5. The brake pedal sensor 8 is a brake pedal sensor that detects the degree of depression of the brake pedal (how much the brake pedal is depressed), and outputs a detection signal SB to the brake controller 6. The detection signal SA is input to the vehicle control device 9 via the engine controller 5, and the detection signal SB is input to the vehicle control device 9 via the brake controller 6.

Fig. 2 is a block diagram extracting and showing a main part of the vehicle control system in fig. 1. The Vehicle Control device 9 includes an ADAS (Advanced Driver Assistance Systems) controller 21 and a VMC (Vehicle Motion Control) 22. The ADAS controller 21 (controller) is a controller that performs Control calculations in an upstream portion of travel Control such as ACC (Adaptive Cruise Control) or lane Control, and includes a target setting unit 23 and a vehicle speed Control/vehicle-to-vehicle Control unit 24.

The ADAS controller 21 receives an assist request signal SS from the system switch 1, a vehicle speed signal SP from the vehicle speed sensor 2, an operation condition signal SY indicating an operation condition of a direction instruction from the direction indicator 3, an accelerator pedal opening degree detection signal SA from the accelerator pedal sensor 7 via the engine controller 5, a brake pedal opening degree detection signal SB from the brake pedal sensor 8 via the brake controller 6, and a signal SE indicating a detection result of a preceding vehicle and a signal SF indicating a detection result of a speed limit from the external recognition sensor of the external recognition device 4, respectively.

The ADAS controller 21 performs target setting of the vehicle shop or the vehicle speed based on information input from these sensors. I.e. how much the vehicle 11 should accelerate or how much it should decelerate.

The target setting unit 23 calculates a target vehicle speed and a target vehicle distance (target vehicle-to-vehicle time or target vehicle-to-vehicle distance) based on information input from various sensors. The calculated target vehicle speed and the target vehicle speed are output to the vehicle speed control/vehicle speed control unit 24. The vehicle speed control/vehicle-to-vehicle control unit 24 generates an acceleration/deceleration command based on the target vehicle speed and the target vehicle-to-vehicle, and outputs the command to the VMC 22.

In the VMC22, the output of the engine 12 required to achieve the target vehicle speed and the target vehicle speed is calculated based on the input acceleration/deceleration command, the hydraulic pressures of the brakes 13a to 13d are calculated, and the actual throttle opening and the brake hydraulic pressure distribution (four wheels) are determined. Then, the target engine torque is output from the VMC24 to the engine controller 5, and the target brake hydraulic pressure is output to the brake controller 6.

In the example of fig. 2, the ADAS controller 21 and the VMC22 that actuates the actuator of the vehicle 11 are separated from each other, but may be integrated.

Fig. 3 is a diagram for explaining the target setting corresponding to the vehicle and the inter-vehicle of the preceding vehicle, and shows the target setting for the pedal operation. In the present invention, the target vehicle speed and the target vehicle speed are set based on pedal operations (operations of an accelerator pedal and a brake pedal) corresponding to a vehicle distance (vehicle distance or vehicle time).

When the vehicle is very long or there is no preceding vehicle (larger than the first threshold), the setting of the target vehicle speed is changed without changing the setting of the target vehicle. The target vehicle speed setting is changed by comparing the running vehicle speed with the vehicle speed at the final stage of the accelerator pedal operation by the driver, and selecting the higher one (high speed side) to change. Alternatively, the running vehicle speed is compared with the vehicle speed at the final stage of the brake pedal operation by the driver, and the lower one (low speed side) is selected and changed.

When the inter-vehicle distance is between predetermined interval D1 (the first threshold value for a longer interval) and predetermined interval D2 (the second threshold value for a shorter interval), the setting of the target vehicle speed is changed and the setting of the target inter-vehicle distance is changed. The change of the setting of the target vehicle speed is performed by comparing the running vehicle speed with the vehicle speed at the final stage of the accelerator pedal operation by the driver, selecting the higher one, and adding a predetermined value α to the selected vehicle speed.

Here, α is a speed for absorbing the fluctuation (variation) of the speed, and by observing the margin of about 10km, it is possible to follow even an increase in the vehicle speed of the preceding vehicle, and the vehicle speed is frequently increased without requiring the driver to perform an accelerator operation. Alternatively, the running vehicle speed is compared with the vehicle speed at the final stage of the brake pedal operation by the driver, and the lower vehicle speed is selected and changed.

On the other hand, in changing the setting of the target vehicle-to-vehicle distance, the vehicle-to-vehicle distance is compared with the vehicle-to-vehicle distance at the last stage of the accelerator pedal operation by the driver, and the shorter vehicle-to-vehicle distance is selected. Alternatively, the vehicle-to-vehicle distance is compared with the vehicle-to-vehicle distance at the final stage of the brake pedal operation by the driver, and the longer vehicle-to-vehicle distance is selected.

When the vehicle is in a very short distance (smaller than the second threshold), the setting of the target vehicle speed is changed without changing the setting of the target vehicle speed. In the change of the target vehicle-to-vehicle setting, the vehicle-to-vehicle distance is compared with the vehicle-to-vehicle distance at the last stage of the accelerator pedal operation by the driver, and the shorter vehicle-to-vehicle distance is selected. Alternatively, the vehicle-to-vehicle distance is compared with the vehicle-to-vehicle distance at the final stage of the brake pedal operation by the driver, and the longer vehicle-to-vehicle distance is selected.

In this way, since the target vehicle speed and the target vehicle distance are set by determining the acceleration intention and the deceleration intention of the driver based on the operations of the accelerator pedal and the brake pedal after the system switch 1 is turned on, the target vehicle speed and the target vehicle distance can be set according to the target of the driver only by the pedal operation without operating another switch or the like.

In addition, when the inter-vehicle distance between the host vehicle and the preceding vehicle is sufficiently large or there is no preceding vehicle, the driver is more aware of the vehicle speed adjustment than the inter-vehicle distance, and therefore the target vehicle speed is changed without changing the target inter-vehicle distance, and the feeling of abnormality can be reduced. Further, when the preceding vehicle is at an intermediate distance between the near distance and the far distance, the vehicle speed of the host vehicle is changed by adding the predetermined value α to the vehicle speed, so that it is possible to cope with both acceleration and deceleration of the preceding vehicle, and it is possible to reduce the feeling of abnormality. Further, since the driver is more aware of the inter-vehicle adjustment than the vehicle speed when the preceding vehicle is in the very short distance, the sense of abnormality can be reduced by changing the target inter-vehicle without changing the target vehicle speed. Therefore, the driver can suppress the feeling of abnormality in a wide range of situations.

[ first embodiment ]

Next, a vehicle control method for realizing the above-described operation will be described with reference to fig. 4 and 5. Fig. 4 and 5 are flowcharts each showing a vehicle control method according to a first embodiment of the present invention.

In the first embodiment, the vehicle speed control section and the vehicle-to-vehicle control section in a general cruise control system are used as a basis, and target values are set by these control sections by the following procedure. This is an example of a travel control method aimed at improving ease of use and reducing the feeling of abnormality in a wide range of situations, which is easy to understand even for a driver who is not accustomed to a system for controlling the travel state of a vehicle, and which can reduce the burden of driving operations.

First, in step S101, the ADAS controller 21 reads the vehicle state. For example, vehicle information such as a vehicle speed signal SP (traveling speed) of the vehicle from the vehicle speed sensor 2, a detection signal SA of an accelerator opening degree from the accelerator sensor 7, and a detection signal SB of a brake pedal depression degree (depression amount) from the brake pedal sensor 8 is read.

In the next step S102, information such as the position and relative speed of the preceding vehicle is read by the external recognition sensor of the external recognition device 4.

In step S103, it is determined whether or not there is a preceding vehicle based on the information obtained in step S102, and if there is a preceding vehicle, the process proceeds to step S104, otherwise, the process proceeds to step S105.

In step S104, a value of the inter-vehicle distance to be used later is obtained from the following expression (1), and the process proceeds to step S106.

Distance between cars … … (1)

In step S105, a value of the inter-vehicle distance to be used later is obtained from the following expression (2), and the process proceeds to step S106.

Distance between cars 1000 m … … (2)

In step S106, it is determined whether the vehicle speed is greater than a predetermined speed, and if so, the process proceeds to step S107, otherwise, the process proceeds to step S108. The vehicle speed is determined based on whether or not the following conditional expression (3) is satisfied.

Vehicle speed > speed threshold … … (3)

Here, an extremely low speed such as 3km/h is set as the speed threshold value.

In step S107, the inter-vehicle time is calculated from the following equation (4), and the process proceeds to step S109.

Workshop time-distance between the workshops/vehicle speed … … (4)

In step S108, the vehicle-to-vehicle time is not updated, and the process proceeds to step S109.

In the next step S109, it is determined whether or not there is no pedal operation by the driver, and the process proceeds to step S111 if there is no pedal operation, and proceeds to step S110 if there is a pedal operation.

In step S110, the running state during pedal operation is stored as follows, and the process proceeds to step S124.

In operation, the vehicle speed [ this time ] is the vehicle speed at the current time read in step S101

In the operation, the time of the workshop [ this time ] is the time of the workshop at the current time read in step S107 or S108

In the first embodiment, the following description will be given using the vehicle-to-vehicle time that is intuitively easy to handle, but the vehicle-to-vehicle distance may be used.

In step S111, the process proceeds to step S112 if there is no pedal operation in the previous processing cycle, and proceeds to step S113 if there is a pedal operation in the previous processing cycle.

In step S112, the pedal operation is prepared and the state is initialized according to the following equation, and the process proceeds to step S124.

In operation, the vehicle speed [ all the stored contents in the past 10S (10 seconds) ] is equal to the vehicle speed at the current time read in step S101

In operation, the time of the workshop [ all the contents stored in the past 10S (10 seconds) ] is read in step S107 or step S108, and the workshop time at the current time is read in

At the timing corresponding to the end of the pedal operation by the driver in the next step S113, if the condition "time between the vehicle and the preceding vehicle > predetermined time T1" is satisfied, the routine proceeds to step S114, and if not, the routine proceeds to step S117.

Here, the predetermined time T1 is, for example, 2.7 s.

When the vehicle-to-vehicle time is longer than the predetermined time T1 (the distance is long or there is no preceding vehicle) after the pedal operation, only the target vehicle speed is changed. In the operation in the case where the vehicle speed is long (the preceding vehicle is far), the driver's awareness tends to be adjusted toward the vehicle speed, and therefore there is an effect that the feeling of abnormality can be reduced.

In step S114, it is determined whether or not the previous operation pedal is an accelerator pedal, and if the operation pedal is an accelerator pedal, the process proceeds to step S115, and if the operation pedal is not an accelerator pedal (brake pedal), the process proceeds to step S116.

In step S115, the set value of the target vehicle speed is changed according to the following expression (5), and the process proceeds to step S124.

Target vehicle speed … … (5) which is the highest speed of vehicle speed from the latest time to the operation in which a predetermined period has elapsed

Here, the lapse of the predetermined period means a value shorter than the entire storage period of 3s or the like. In the first embodiment, the period is shorter than the entire period for easy understanding, but actually, the period may be shorter than the period during which the pedal is depressed, and therefore, the entire storage period may be set to 3 seconds.

In addition, the "+ predetermined target speed" as in step S122 is not added to the setting of the target vehicle speed. This is because the preceding vehicle is too far away, the driver does not consider the following vehicle as the adjustment vehicle-to-vehicle distance, and the target is directed at a speed directly corresponding to the pedal operation of the driver.

The target change may be set based on the traveling state after the latter half of the pedal operation period of the driver (the final stage of the pedal operation). When the pedal operation is long, even if the previous state is forgotten, the past state is not considered, and therefore, the abnormal feeling can be reduced. In addition, since the target is set without considering the amount of stepping on the pedal, there is an effect that the abnormal feeling can be reduced.

In the next step S116, the set value of the target vehicle speed is changed by the following expression (6), and the process proceeds to step S124.

Target vehicle speed … … (6) which is the lowest speed of vehicle speed from the latest time to the operation in which a predetermined period has elapsed

In step S117, if the condition "time between vehicles with the preceding vehicle < predetermined time T2" is satisfied, the process proceeds to step S118, and if not, the process proceeds to step S121.

Here, the predetermined time T2 has a relationship of "predetermined time T1 > predetermined time T2", and is, for example, 0.7s or the like.

In this way, when the vehicle is shorter (or close) to the predetermined time T2 after the pedal operation, only the target vehicle can be changed. In the operation when the vehicle is close, the driver's consciousness tends to be adjusted toward the vehicle, and therefore there is an effect that the feeling of abnormality can be reduced.

In step S118, it is determined whether or not the previous operation pedal is an accelerator pedal, and if the operation pedal is an accelerator pedal, the process proceeds to step S119, and if the operation pedal is not an accelerator pedal (brake pedal), the process proceeds to step S120.

In step S119, the set value of the target plant is changed according to the following expressions (7) and (8), and the process proceeds to step S124.

IF (vehicle speed > speed threshold) THEN (7) … … (target vehicle is the shortest vehicle between the nearest and the operating vehicles which have passed a predetermined period)

ELSE { target inter-vehicle ═ specified time T2+ (inter-vehicle distance-3 m)/10} … … (8)

Here, IF (condition) THEN { expression 1} ELSE { expression 2} is a function that implements "expression 1" IF the condition is satisfied, or ELSE implements "expression 2".

In step S120, the set value of the target plant is changed according to the following expressions (9) and (10), and the process proceeds to step S124.

IF (vehicle speed > speed threshold) THEN … … (9) (the target plant is the longest plant among the operating plants from the latest to the elapse of a predetermined period)

ELSE { target inter-vehicle ═ specified time T2+ (inter-vehicle distance-3 m)/10} … … (10)

In step S121, it is determined whether or not the previous operation pedal is an accelerator pedal, and if the operation pedal is an accelerator pedal, the process proceeds to step S122, and if the operation pedal is not an accelerator pedal (brake pedal), the process proceeds to step S123.

After the pedal operation, when the inter-vehicle distance is between the predetermined time T1 and the predetermined time T2, both the target inter-vehicle distance and the target vehicle speed are set, and the target vehicle speed may be set to be higher than the traveling speed by a predetermined value. By setting in this way, even when the preceding vehicle is subjected to the follow-up control, the own vehicle can follow the slight acceleration of the preceding vehicle, and therefore, there is an effect of improving the convenience.

In step S122, the set value of the target plant is changed according to the following expressions (11) and (12), and the process proceeds to step S124.

Target vehicle speed is the highest speed of vehicle speeds during operation from the latest to the lapse of a predetermined period + a predetermined target speed … … (11)

The target plant is the shortest plant … … (12) of the operating plants from the nearest to the passage of a predetermined period

Here, the predetermined target speed is a small value such as 10 km/h. Thus, the target speed for the following of the preceding vehicle can be set at "the vehicle speed +10 km/h", and therefore, there is an effect that the following vehicle can be continued even if the preceding vehicle is slightly accelerated.

In step S123, the set value of the target plant is changed according to the following expressions (13) and (14), and the process proceeds to step S124.

Target vehicle speed … … (13) which is the lowest speed of vehicle speed during operation from the latest to the elapse of a predetermined period, and target plant … … (14) which is the longest plant among the operation plants from the latest to the elapse of the predetermined period

In addition, "+ predetermined target speed" as in step S122 is not added to the setting of the target vehicle speed. Thereby, the target can be aligned at a speed directly corresponding to the pedal operation of the driver on the deceleration side.

In step S124, the past value is updated and ended. For example, the content of the previous operation pedal is set to the amount of pedal depression read in the current step S101, or the stored content of the vehicle speed and the vehicle in operation is updated by one processing step.

Fig. 6 is a diagram for explaining an example of target setting in the vehicle control method according to the first embodiment. When the time between the host vehicle and the preceding vehicle is longer than the predetermined time T1, the setting of the target vehicle speed is changed without changing the setting of the target vehicle speed. The target vehicle speed setting is changed by comparing the running vehicle speed with the vehicle speed in the final stage 3s of the accelerator pedal operation by the driver and selecting the higher one. Alternatively, the running vehicle speed is compared with the vehicle speed in the final stage 3s of the brake pedal operation by the driver, and the lower one is selected and changed.

When the time between the host vehicle and the preceding vehicle is shorter than the predetermined time T2, the setting of the target vehicle speed is not changed, and the setting of the target vehicle speed is changed. In the case other than the extremely low speed, the target vehicle-to-vehicle setting is changed by comparing the vehicle-to-vehicle time with the vehicle-to-vehicle time in the last stage 3s of the accelerator pedal operation by the driver and selecting the shorter one. Alternatively, the vehicle-to-vehicle time is compared with the vehicle-to-vehicle time of the last stage 3s of the brake pedal operation by the driver, and the longer vehicle-to-vehicle time is selected. On the other hand, at an extremely low speed, the target inter-vehicle time is set according to the inter-vehicle distance.

When the inter-vehicle time between the host vehicle and the preceding vehicle is other than the above (predetermined time T2 < inter-vehicle time < predetermined time T1) and the preceding vehicle is being followed appropriately, the setting of the target vehicle speed is changed and the setting of the target inter-vehicle is changed. The change of the setting of the target vehicle speed is performed by comparing the running vehicle speed with the vehicle speed at the final stage of the accelerator pedal operation by the driver, selecting the higher one, and adding a predetermined value α (+10km) to the vehicle speed. Alternatively, the running vehicle speed is compared with the vehicle speed in the final stage 3s of the brake pedal operation by the driver, and the lower one is selected and changed. On the other hand, in the change of the target vehicle-to-vehicle setting, the vehicle-to-vehicle time is compared with the vehicle-to-vehicle in the final stage 3s of the accelerator pedal operation by the driver, and the shorter one is selected. Alternatively, the vehicle-to-vehicle time is compared with the vehicle-to-vehicle time of the last stage 3s of the brake pedal operation by the driver, and the longer vehicle-to-vehicle time is selected.

Next, the relationship between the target values and the measured values of the vehicle speed and the inter-vehicle distance in various traveling scenes will be described with reference to fig. 7A, 7B to 17A, and 17B.

Fig. 7A and 7B show the relationship between the vehicle speed and the target value and the measured value of the inter-vehicle distance when the vehicle travels at a constant speed following the preceding vehicle.

In the initial state, as shown in fig. 7A, the vehicle is assumed to be traveling by the follow-up control while maintaining an intermediate vehicle-to-vehicle time (for example, 1.5s) at the same speed (for example, 55km/h) as that of the preceding vehicle (preceding vehicle). At this time, when the current vehicle is traveling at a constant speed, as shown in fig. 7B, the target vehicle speed is 65km/h obtained by adding "α" (α is 10km/h) to the measured vehicle speed of 55km/h, and the control is stable because both the measured vehicle-to-vehicle time and the target vehicle-to-vehicle time are 1.5 s.

Fig. 8A and 8B, and fig. 9A and 9B each show a change in the relationship between the vehicle speed and the target value and the measured value of the vehicle interior when the coverage control (override) by the driver occurs from the initial state in which the following preceding vehicle travels at a constant speed.

When the driver depresses the accelerator pedal for a predetermined time from the initial state shown in fig. 8A and 8B, the vehicle speed increases from 55km/h to 60km/h shown in fig. 9B. If the preceding vehicle is assumed to travel at a constant speed, as shown in fig. 9A, the vehicle speed of the host vehicle increases, and the time between vehicles with the preceding vehicle gradually becomes shorter, and changes from 1.5s to 1.0 s.

Thus, the inter-vehicle time is changed from "medium" to "short", and therefore the target setting is as follows.

Set vehicle speed + α (after pedal operation, even if the preceding vehicle accelerates, for example to 67km/h, it can follow the vehicle at a constant inter-vehicle time by "α")

In this way, when the vehicle travels ahead by depressing the accelerator pedal, assuming that the vehicle-to-vehicle time is 1.0s with respect to the previous vehicle-to-vehicle time, the shorter 1.0s of the previous 1.5s and the changed 1.0s becomes the target vehicle-to-vehicle time. As a result, the target inter-vehicle time was selected to be shorter 1.0s, and the target inter-vehicle time was equal to the measurement inter-vehicle time.

Fig. 10A, 10B to 12A, and 12B each show a relationship between a target value and a measured value of the vehicle speed and the vehicle-to-vehicle time when the coverage control by the driver is continued. As shown in fig. 10A and 10B, it is assumed that the vehicle travels at a constant speed from an initial state in which the vehicle follows the preceding vehicle, and after the vehicle has become shorter due to the coverage control by the driver as shown in fig. 11A and 11B, the driver of the vehicle further continues to step on the accelerator pedal as shown in fig. 12A and 12B, and the vehicle speed increases from 60km/h to 62 km/h. Since the preceding vehicle travels at a constant speed, the vehicle speed of the host vehicle increases, and the vehicle-to-vehicle time with the preceding vehicle is shortened to 0.9s, which is "extremely close (for example, 1.0s or less).

When the inter-vehicle time is "very close", the target vehicle speed is not changed even if the vehicle speed increases, and the shorter one of the target inter-vehicle time and the measurement inter-vehicle time is selected to be 0.9 s.

Fig. 13A and 13B, and fig. 14A and 14B each show a case where the driver of the host vehicle further continues to step on the accelerator pedal, the vehicle distance from the preceding vehicle becomes shorter, and the preceding vehicle dislikes the approach of the following vehicle and changes the lane. Thus, the vehicle speed is increased from 62km/h to 64km/h, the preceding vehicle is "absent" from the lane of the vehicle, and the inter-vehicle distance becomes infinite.

In the case where the vehicle is very long or there is no preceding vehicle, only the target vehicle speed is changed without changing the setting of the target vehicle. When the vehicle shifts to the constant speed control, the target vehicle speed is equal to the measured vehicle speed. Then, the higher one of the target vehicle speed and the measured vehicle speed is selected to control the vehicle speed.

At this time, "+ α" is not used in setting the vehicle speed. This is because if "+ α" is continued in a state where there is no preceding vehicle, the vehicle speed excessively increases. When the vehicle speed is increased from 62km/h to 64km/h, the target vehicle speed is 64km/h, which is the current measured vehicle speed. In contrast, since the inter-vehicle time is not changed, 0.9s of the target inter-vehicle time continues as it is. In this way, the setting of the target value gradually shifts.

Fig. 15A, 15B to 17A, and 17B each show a relationship between a target value and a measured value of a vehicle speed and a vehicle-to-vehicle time when a peripheral vehicle traveling on a right lane suddenly enters the own lane and a brake is applied, from a state where the peripheral vehicle and the own vehicle travel side by side. In the initial state shown in fig. 15A and 15B, it is assumed that the host vehicle is traveling with no preceding vehicle, for example, with a constant speed control of 80 km/h. Surrounding vehicles having a higher speed (e.g., 90km/h) than the host vehicle travel on the right lane. As shown in fig. 16A, when the surrounding vehicle changes lanes to the left and enters the front of the host vehicle, the host vehicle may be driven forward from a state where there is no preceding vehicle.

Fig. 16B shows a relationship between the target value and the measured value of the vehicle speed and the inter-vehicle distance when the brake is depressed when the peripheral vehicle traveling on the right lane suddenly enters the own lane. The target vehicle speed was 80km, and the vehicle speed (measured vehicle speed) of the vehicle was running at a constant speed of 80 km. The setting of the plant time was 1.5s in the setting of the initial state. Here, it is assumed that a surrounding vehicle traveling on the right lane suddenly enters the own lane, and therefore, the surrounding vehicle that has just entered (i.e., the vehicle is in the "very close vicinity") is disliked, and the brake pedal is depressed to leave the vehicle distance. Thus, the vehicle-to-vehicle distance is "extremely close" to the vehicle speed.

When the inter-vehicle distance is "very close", the vehicle speed is not changed, and therefore the target vehicle speed is maintained at 80km, and only the inter-vehicle distance is changed. The longer one of the measured inter-vehicle time (0.9s) and the target inter-vehicle time (1.5s) is selected for the change of the inter-vehicle time. Therefore, the target vehicle distance is kept at 1.5 s.

When the vehicle is stepping on the brake pedal, as shown in fig. 17A, the surrounding vehicle gradually leaves the vehicle and becomes a vehicle space (intermediate between "long" and "short") that can be tolerated by the driver, and therefore the brake pedal is released from the brake pedal-pressed state.

In the middle of the inter-vehicle time being "long" and "short", as shown in fig. 17B, the target vehicle speed is 80km/h, which is the lower of "traveling vehicle speed +10km/h (α)" 85km and 80km of the target vehicle speed. The longer of the measured inter-vehicle time 1.2s and the target inter-vehicle time 1.5s was selected as the target inter-vehicle time, and was 1.5 s.

Next, consider a case where the preceding vehicle gallows on the same lane at a high speed while the vehicle continues to step on the brake pedal. The vehicle speed of 78km just before is reduced to 75km by continuously stepping on the brake, and the vehicle-to-vehicle time of 0.9s is expanded to 1.2 s.

In this state, assuming that the vehicle-to-vehicle time is 1.0s or more, the vehicle-to-vehicle distance ranges from "long" to "short", and therefore the target vehicle speed is kept at 80 km. Since the time between cars was 1.2s, the target time between cars was 1.5s, and thus the longer time was 1.5s, the target time was also 1.5 s. Thus, since the target vehicle speed and the target vehicle-to-vehicle time are not changed, the abnormal feeling is not generated.

[ second embodiment ]

Fig. 18 and 19 are flowcharts each showing a vehicle control method according to a second embodiment of the present invention. The second embodiment is also based on a vehicle speed control section and an inter-vehicle distance control section in a general cruise control system, as in the first embodiment. The following procedure sets the target values of these control units, and the driving control method is an example of a driving control method that is easy for a driver who is not accustomed to a system for controlling the driving state of a vehicle to understand, can reduce the burden of driving operation, and can improve ease of use and reduce the feeling of abnormality in a wide range of situations.

In step S201, the ADAS controller 21 reads the vehicle state, as in step S101 of the first embodiment.

In step S202, the location information of the preceding vehicle or the speed limit information of the traffic sign is read in by the external recognition sensor of the external recognition device 4. When the speed flag is detected, the target vehicle speed is reset to a flag recognition value. This makes it possible to reset the speed limit for the area based on the detected speed flag, and therefore, there is an effect that convenience in changing the speed limit can be improved.

Steps S203 to S208 are the same as steps S103 to S108 of the first embodiment, and therefore detailed description thereof is omitted.

In the subsequent step S209, it is determined whether or not the pedal operation has been performed last time and whether or not the pedal operation has been performed this time. If it is determined that the previous pedal operation is "present" and the present pedal operation is "absent", the process proceeds to step S210, otherwise, the process proceeds to step S213.

In step S210, it is determined whether or not the pedal operated last time is an accelerator pedal, and if it is determined that the pedal is an accelerator pedal, the process proceeds to step S211, and if not (brake pedal), the process proceeds to step S212.

In step S211, a counter is set according to the following expression (15), and the process proceeds to step S218.

Counter 1 … … (15) for specified delay times

Here, the predetermined number of delays 1 is a processing count obtained by dividing the response delay time of the engine by the processing period, and when the processing period is 50ms in 1s of delay, for example, the predetermined number of delays 1 is 20.

In step S212, a counter is set according to the following expression (16), and the process proceeds to step S218.

Number of delays 2 … … (16)

Here, the predetermined number of delays 2 is a processing count obtained by dividing the response delay time of the brake by the processing period, and when the processing period is 50ms in 0.5s, for example, the predetermined number of delays 2 is 10.

The target change in steps S211 and S212 is to change the accelerator pedal and the brake pedal and set a period in which the target setting after the pedal operation is completed is taken into consideration. In this way, the target setting is performed in consideration of the behavior (aftertaste) of the vehicle after the pedal operation is completed, and the effect of reducing the feeling of abnormality is obtained.

In step S213, the value of the counter is subtracted according to the following expressions (17) and (18).

IF (counter > 0) THEN { counter-1 } … … (17)

ELSE { counter 0} … … (18)

Here, IF (condition) THEN { expression 1} and ELSE { expression 2} are functions that implement "expression 1" when the condition is satisfied, and that implement "expression 2" otherwise.

In step S214, it is determined whether the value of the counter is equal to "1". Then, in the case where the value of the counter is "1", the flow proceeds to step S215, otherwise, the flow proceeds to step S218.

In step S215, it is determined whether or not there is a preceding vehicle, and if there is a preceding vehicle, the process proceeds to step S216, otherwise, the process proceeds to step S217.

Even if there is a preceding vehicle, if there is a vehicle that is present further than the predetermined time T1, the vehicle may enter non-presence (step S217).

In step S216, a target plant is set based on the following expressions (19) and (20), and the process proceeds to step S218.

The target plant time … … (19) determined in steps S206 to S208 in the current processing cycle

In step S217, the target vehicle speed is set according to the following equation, and the process proceeds to step S218.

The target vehicle speed is the vehicle speed … … (20) read in step S201 in the current processing cycle

In this way, the target setting after the operation by the driver in the case of the preceding vehicle only changes the target vehicle speed, and the target setting after the operation by the driver in the case of the non-preceding vehicle only changes the target vehicle speed. This has the effect of facilitating understanding because the target value of the pedal operation and change by the driver is 1 to 1.

In the next step S218, it is determined whether or not the past value of the road type is not equal to the present value. Then, if the previous road type and the current road type differ according to the output of the navigation device or the like, the process proceeds to step S219, otherwise, the process proceeds to step S220.

When the road type (type of a general road, a main road, an expressway, or the like) changes, the target vehicle speed is reset to a predetermined value. In this way, since the target vehicle speed can be reset in accordance with the speed of the general traffic flow of each road type, there is an effect that convenience in the case of a type change can be improved.

In step S219, the target vehicle speed is reset according to the following expressions (21) to (25), and the process proceeds to step S220.

IF (highway type this time) THEN (target vehicle speed 100km/h … … (21)

ELSE IF (road type of this time, vehicle-specific road) THEN { target vehicle speed

＝80km/h}……(22)

ELSE IF (road type: arterial road this time) THEN { target vehicle speed: 60km/h } … … (23)

ELSE IF (road type this time is main national road) THEN (target speed 60km/h … … (24)

ELSE { target vehicle speed ═ 40km/h } … … (25)

Here, IF (condition 1) THEN { expression 1} ELSE IF (condition 2) THEN { expression 2} ELSE { expression 2} is a function that implements "expression 1" when condition 1 is satisfied, implements "expression 2" when condition 2 is satisfied, and implements "expression 3" when neither condition is satisfied.

In step S220, if the speed limit is detected in step S202 in the current processing cycle, the process proceeds to step S221, and if not, the process proceeds to step S222.

In step S221, the target vehicle speed is set according to the following expression (26).

Target vehicle speed detected as speed limit … … (26)

In step S222, if there is an operation of the direction indicator 3, the process proceeds to step S223, otherwise, the process proceeds to step S224.

When the direction indicator 3 is operated, the direction is changed to a direction in which the control function is weakened, and thus, when the preceding vehicle (preceding vehicle) is traveling straight at the intersection, the vehicle turns left, or the like, the effect of suppressing the vehicle from accelerating similarly to the preceding vehicle is obtained.

In the subsequent step S223, a suppression request of the control mode is output, and the process proceeds to step S225. Here, the suppression request means, for example, a request to limit the maximum acceleration to 0.03G to the control system of the subsequent stage.

In step S224, a suppression cancellation request for the control mode is output, and the process proceeds to step S225.

Then, in step S225, the previous value of the road type, the previous value of the pedal operation, and the like are updated and the process ends.

Fig. 20 is a table for explaining a target setting example of the vehicle control method according to the second embodiment. When the pedal is operated, the target vehicle speed and the target vehicle speed are set according to the state of the outside, that is, the presence or absence of the preceding vehicle. The target vehicle speed is set to a vehicle speed during a period of time in which the response delay amount of the actuator has elapsed after the pedal is finally released when the preceding vehicle is not present. The change is not carried out when the front driving exists.

In addition, the setting of the target vehicle is not changed when the preceding vehicle does not exist. When the preceding vehicle exists, the vehicle in the time when the response delay amount of the actuator has elapsed after the pedal is finally released is set as the target vehicle.

On the other hand, when the road type in the map information is changed or when the speed flag is detected, the target vehicle speed is set regardless of the presence or absence of the pedal operation. When a change in road type is detected, a target vehicle speed corresponding to the road type is set, and when a speed flag is detected, the target vehicle speed is set based on the flag. At this time, the setting of the target plant is not changed.

Fig. 21 is a timing chart showing a relationship between the target setting change and the pedal operation period, in the case where there is no preceding vehicle in the first embodiment. Fig. 22 is a timing chart of the case where there is no preceding vehicle in the second embodiment.

As shown in fig. 21, the accelerator pedal is depressed at a timing of time t0, and released at a timing of time t 2. Here, for the sake of simplicity of explanation, when the accelerator pedal is depressed by a constant amount, the vehicle speed monotonically increases as indicated by the broken line BL 1. The vehicle speed is selected to be the highest value from the period from time t1 to time t2 (indicated by a broken line BL 2) in which the vehicle speed monotonically increases, and the target vehicle speed is selected to be the highest value (70km/h) at time t2, and the result is used as the target value.

When the brake pedal is depressed by a constant depression amount during the period from time t3 to time t5, the vehicle speed monotonously decreases as surrounded by a broken line BL 3. The vehicle speed is selected to be the lowest value (50km) from the time t4 to the time t5 (indicated by the dotted line BL 4), and the target vehicle speed is selected to be the lowest value at the time t5, and the result is used as the target value.

In contrast, in the second embodiment shown in fig. 22, the vehicle speed monotonically increases when the accelerator pedal is depressed during the period from time t10 to time t11 and the accelerator pedal is depressed by a fixed amount. After the accelerator pedal is released at time t11, the target vehicle speed waits for the response delay time of the engine and then the highest value is selected, and the result is set as the target value. The response delay time of the engine is set by a delay counter, and the vehicle speed (73km) at the time of the end of subtraction by the delay counter is set as a target value.

When the brake pedal is depressed by a predetermined depression amount during the period from the next time t13 to t15, the vehicle speed monotonously decreases. After the brake pedal is released at time t14, the target vehicle speed waits for the response delay time of the brake and then the lowest value is selected, and the result is set as the target value. The response delay time of the brake is set by a delay counter, and the vehicle speed (48km) at the time of the end of subtraction by the delay counter is set as a target value.

Fig. 23A, 23B, 24A, 24B, 24C, 25A, 25B, 26A, 26B, and 26C each show the relationship between the movement of the host vehicle and the preceding vehicle, the inter-vehicle distance, the vehicle speed, and the target G, in the case where the control function is not weakened or weakened when the direction indicator 3 is operated.

As shown in fig. 23A, when the preceding vehicle starts to move straight while stopping at the intersection, as shown in fig. 23B, even when the vehicle is about to turn left, follow-up control for the preceding vehicle is performed. As shown in fig. 24B, the inter-vehicle distance gradually increases from 5m when the preceding vehicle starts in the stopped state. The following control is performed by starting the vehicle, and the vehicle leaves due to the left turn after the distance of 12-13 m is maintained.

As shown in fig. 24B and 24C, the vehicle speed and the target G may be a running speed inappropriate for turning (vehicle speed of about 30 km) because the vehicle accelerates violently in order to catch up with the starting acceleration of the preceding vehicle by the follow-up control. If the driver performs a brake operation in a hurry and turns left while performing intervention, the follow-up control is stopped by the intervention of the driver. This reduces the vehicle speed of the host vehicle, and the target G also becomes "0".

On the other hand, if the control function is weakened when the direction indicator 3 is operated, acceleration can be suppressed. That is, as shown in fig. 25A, when the preceding vehicle starts and travels straight while the vehicle is stopped at the intersection in a state where the direction indicator for the host vehicle indicates a left turn, the acceleration of the host vehicle is suppressed even if the follow-up control is stopped and the preceding vehicle accelerates, as shown in fig. 25B. Therefore, as shown in fig. 26A, the car-to-car distance sharply increases from 5m in the stopped state.

As shown in fig. 26B, the vehicle speed at this time is increased less in speed increase due to the increase in running resistance caused by turning of the vehicle with respect to the vehicle speed of the preceding vehicle. Since the target G is suppressed from the follow-up control during the operation of the direction indicator, the vehicle is smoothly accelerated as shown in fig. 26C, and when the left turn is completed and the direction indicator 3 is turned off, the vehicle is controlled to the target vehicle speed, and the target G temporarily increases.

As described above, according to the present invention, since the target vehicle speed and the target vehicle speed can be set and changed by the acceleration/deceleration operation of the vehicle without requiring a dedicated switch or the like, the driver who is not accustomed to the system for controlling the traveling state of the vehicle can easily understand the vehicle speed and the load of the driving operation can be reduced. Further, since the driving is performed based on the time or distance between the vehicle and the preceding vehicle, it is possible to suppress the driver (passenger) from having an abnormal feeling in a wide range of situations.

The present invention is not limited to the above embodiments, and can be implemented in various modifications. For example, the information on the preceding vehicle may be acquired by inter-vehicle communication in addition to external recognition.

The "information on the vehicle to be monitored" may be acquired by the vehicle control device 9, in addition to the information obtained by the vehicle control device.

Further, the acceleration/deceleration operation by the driver may be a joystick or the like, as well as the pedal.

Description of the reference numerals

1 System switch

2 vehicle speed sensor

3 direction indicator

4 external recognition device

5 Engine controller

6 brake controller

7 accelerator pedal sensor

8 brake pedal sensor

9 vehicle control device

11 vehicle

12 engine

13 a-13 d brake

21ADAS controller

22VMC

23 target setting unit

24 vehicle speed control and vehicle-to-vehicle control unit

SS auxiliary request signal

SY operating condition signal

SE signals representing detection results of preceding vehicles

SF signal representing detection result of speed limit

SA accelerator pedal opening detection signal

SB brake pedal stepping degree detection signal

SD brake drive command

SDa brake command

SDb drive instruction