JP5170411B2 - Vehicle travel control device, vehicle travel control method, and vehicle travel control program - Google Patents

Description

  The present invention relates to a vehicle travel control device, a vehicle travel control method, and a vehicle travel control program, and in particular, a vehicle travel control device and a vehicle travel control capable of performing follow-up control of the host vehicle according to a driving tendency of a preceding vehicle. The present invention relates to a method and a vehicle travel control program.

  Conventionally, by measuring the distance between the host vehicle and the preceding vehicle, measuring the traveling speed of the host vehicle and the preceding vehicle, and controlling the traveling state of the host vehicle based on the measured distance between the vehicles and the traveling speed. A vehicle travel control device that automatically maintains the inter-vehicle distance between the host vehicle and the preceding vehicle at the target inter-vehicle distance is used.

  For example, in Patent Document 1, as such a vehicle travel control device, when setting the target inter-vehicle distance based on the travel speed of the host vehicle or the travel speed of the preceding vehicle, the intention is more intentional than when the travel speed is detected. An apparatus for setting a target inter-vehicle distance using a travel speed that is delayed in the past is disclosed. According to this device, the target inter-vehicle distance changes after a lapse of a certain delay time from the change in the inter-vehicle distance due to acceleration or deceleration of the preceding vehicle or the own vehicle, and the traveling state of the own vehicle is controlled according to the target inter-vehicle distance. Therefore, the acceleration / deceleration response of the host vehicle with respect to the acceleration / deceleration of the preceding vehicle is improved without deteriorating the riding comfort during normal follow-up running.

JP 2002-2111268 (paragraph 0010 and FIG. 4)

  However, in the vehicle travel control device described in Patent Document 1 described above, the follow-up performance with respect to the preceding vehicle can be intentionally delayed, but the own vehicle is accelerated / decelerated following the acceleration / deceleration of the preceding vehicle only. Therefore, when the preceding vehicle is driven with an unfavorable driving tendency, there is a possibility that the host vehicle will follow this and be automatically driven with an undesirable driving tendency. For example, even when the driving tendency of the preceding vehicle tends to deteriorate the fuel consumption (for example, when acceleration / deceleration is frequently repeated), the host vehicle is subjected to acceleration / deceleration control according to the acceleration / deceleration of the preceding vehicle. Therefore, the fuel consumption of the host vehicle may be reduced. In addition, when the preceding vehicle is performing dangerous driving (for example, when acceleration / deceleration is abrupt), the target inter-vehicle distance is simply set according to the traveling speed of the preceding vehicle or the host vehicle as in other cases. Therefore, there is a possibility that the inter-vehicle distance becomes inappropriate when the preceding vehicle decelerates rapidly.

  The present invention has been made in view of the above, and a vehicle travel control device, a vehicle travel control method, and a vehicle travel control capable of performing tracking control of the host vehicle after specifying a driving tendency of a preceding vehicle. The purpose is to provide a program.

In order to solve the above-described problems and achieve the object, the vehicle travel control device according to claim 1 acquires driving state information related to a driving state for a predetermined period of a preceding vehicle that travels ahead of the host vehicle. Based on the state information acquisition means, the driving state information acquired by the driving state information acquisition means, the driving tendency specifying means for specifying the driving tendency of the preceding vehicle, and the driving tendency specifying means specified by the driving tendency specifying means Follow-up control means for performing follow-up control of the host vehicle with respect to the preceding vehicle based on the driving tendency of the preceding vehicle, and the driving state information acquisition means provides driving state information relating to the driving state of the host vehicle for a predetermined period. The driving tendency specifying means acquires the preceding vehicle based on the driving state information of the preceding vehicle and the driving state information of the host vehicle acquired by the driving state information acquiring means. The level of coincidence between the turning tendency and the driving tendency of the host vehicle is specified, and the follow-up control means determines the level of the preceding vehicle according to the level of coincidence specified by the driving tendency specifying means. The inter-vehicle distance of the own vehicle and / or the acceleration / deceleration responsiveness of the own vehicle with respect to the preceding vehicle is adjusted .

According to a second aspect of the present invention, the vehicle travel control device includes a driving state information acquisition unit that acquires driving state information related to a driving state of a preceding vehicle that travels ahead of the host vehicle for a predetermined period, and the driving state information acquisition unit. Based on the acquired driving state information, driving tendency specifying means for specifying the driving tendency of the preceding vehicle, and based on the driving tendency of the preceding vehicle specified by the driving tendency specifying means, Tracking control means for performing tracking control of the host vehicle, wherein the driving state information acquisition unit acquires driving state information related to a driving state for a predetermined period of another vehicle following and / or running in parallel with the host vehicle, and tendency specifying means, based on the operating state information of the other vehicle that is acquired by the operation state information acquiring means, and determining a driving tendency of the other vehicle, the following control means, said driving inclination Based on the driving tendency of the other vehicle that is specified by specifying means, and performs adjustment of the follow-up control of the vehicle with respect to the preceding vehicle.

The vehicle travel control device according to claim 3 is the vehicle travel control device according to claim 1 or 2 , wherein the driving tendency specifying means specifies a travel level of the preceding vehicle caused by a driving state of the preceding vehicle. The follow-up control means is responsive to acceleration / deceleration of the own vehicle with respect to the preceding vehicle and / or an inter-vehicle distance of the own vehicle with respect to the preceding vehicle in accordance with the driving level specified by the driving tendency specifying means. It is characterized by adjusting.

The vehicle motion control device of claim 4, Te vehicle travel control apparatus smell of claim 3, wherein the operating trend identification means, operating state of the preceding vehicle obtained by the operation state information acquiring means A difference between the information and a predetermined reference value is calculated, and the travel level is specified based on the calculated difference.

The vehicle travel control device according to claim 5 is the vehicle travel control device according to any one of claims 1 to 4 , further comprising traffic information acquisition means for acquiring traffic information, wherein the follow-up control means includes the based on the traffic information acquired by the traffic information acquiring section, and adjusts the inter-vehicle distance of the vehicle relative to the preceding vehicle, and or the acceleration and deceleration of the responsiveness of the vehicle with respect to the preceding vehicle.

The vehicle travel control method according to claim 6 includes a driving state information acquisition step of acquiring driving state information relating to a driving state of a preceding vehicle traveling ahead of the host vehicle for a predetermined period, and the driving state information acquisition step. Based on the acquired driving state information, the driving tendency specifying step for specifying the driving tendency of the preceding vehicle, and the driving tendency of the preceding vehicle specified in the driving tendency specifying step, the A follow-up control step for performing follow-up control of the host vehicle, wherein in the drive state information acquiring step, drive state information relating to a drive state of the host vehicle for a predetermined period is acquired, and in the drive tendency specifying step, the drive Based on the driving state information of the preceding vehicle acquired in the state information acquisition step and the driving state information of the host vehicle, the preceding vehicle Levels identifies the driving style and the mutual matching of the driving style of the vehicle, in the follow-up control step, according to the level of the degree of matching is identified by said driving tendency specifying step, the preceding vehicle Adjusting the inter-vehicle distance of the host vehicle to the vehicle and / or the acceleration / deceleration response of the host vehicle to the preceding vehicle.

The vehicle travel control method according to claim 7 includes a driving state information acquisition step of acquiring driving state information related to a driving state of a preceding vehicle that travels ahead of the host vehicle for a predetermined period, and the driving state information acquisition step. Based on the acquired driving state information, the driving tendency specifying step for specifying the driving tendency of the preceding vehicle, and the driving tendency of the preceding vehicle specified in the driving tendency specifying step, the A follow-up control step that performs follow-up control of the host vehicle, and in the drive state information acquisition step, obtains drive state information related to a drive state of a predetermined period of another vehicle that follows and / or runs parallel to the host vehicle, In the driving tendency identification step, based on the driving state information of the other vehicle acquired in the driving state information acquisition step, the other vehicle's A turning tendency is specified, and in the follow-up control step, the follow-up control of the own vehicle with respect to the preceding vehicle is adjusted based on the driving tendency of the other vehicle specified in the driving tendency specifying step. And

Vehicle driving control program according to claim 8, Ru to execute the method of claim 6 on a computer.
A vehicle travel control program according to a ninth aspect causes a computer to execute the method according to the seventh aspect.

According to the vehicle travel control device according to claim 1 , the vehicle travel control method according to claim 6 , and the vehicle travel control program according to claim 8, the follow-up control of the own vehicle based on the driving tendency of the preceding vehicle. Therefore, for example, when the preceding vehicle is driven with a favorable driving tendency, the following ability of the own vehicle is improved, and when the preceding vehicle is driven with an undesirable driving tendency, the following ability of the own vehicle is reduced. It is possible to perform follow-up control on the preceding vehicle while improving fuel consumption and safety in the host vehicle.
In addition, when the degree of coincidence between the driving tendency of the host vehicle and the driving tendency of the preceding vehicle is high, the responsiveness of the follow-up control is improved to improve the comfort of the host vehicle, and when the degree of coincidence is low Further, the follow-up control to the preceding vehicle can be performed while improving the driving comfort of the host vehicle, such as preventing the decrease in the comfort of the host vehicle by reducing the response of the follow-up control.

According to the vehicle travel control device according to claim 2, the vehicle travel control method according to claim 7, and the vehicle travel control program according to claim 9, the follow-up control of the own vehicle based on the driving tendency of the preceding vehicle. Therefore, for example, when the preceding vehicle is driven with a favorable driving tendency, the following ability of the own vehicle is improved, and when the preceding vehicle is driven with an undesirable driving tendency, the following ability of the own vehicle is reduced. It is possible to perform follow-up control on the preceding vehicle while improving fuel consumption and safety in the host vehicle.
In addition, since the adjustment of the tracking control of the own vehicle with respect to the preceding vehicle is performed based on the driving tendency of the other vehicle following or parallel to the own vehicle, the safety of the own vehicle is reduced due to the driving tendency of the preceding vehicle and the other vehicle. While avoiding the decrease, it is possible to perform the follow-up control on the preceding vehicle without impairing the fuel consumption of the host vehicle.

According to the vehicle travel control apparatus according to claim 3, based on the operating state information of the preceding vehicle to identify the driving level of the preceding vehicle, adjust the inter-vehicle distance and deceleration response in accordance with a running level identified can do. For example, when the traveling level of the preceding vehicle is high, the preceding vehicle has high safety, or the preceding vehicle has high fuel consumption efficiency (hereinafter referred to as “high fuel consumption”). The case where the vehicle is low corresponds to the case where the safety of the preceding vehicle is low or the fuel consumption efficiency of the preceding vehicle is low. When the preceding vehicle has high fuel efficiency, the fuel consumption of the host vehicle can be improved by causing the host vehicle to follow the preceding vehicle with higher responsiveness than usual. Alternatively, when the safety of the preceding vehicle is low, it is possible to prevent the deterioration of the ride comfort by reducing the response of the host vehicle to repeated acceleration and deceleration and sudden acceleration / deceleration in the preceding vehicle, and more than usual. In addition, by providing a long inter-vehicle distance, a sufficient inter-vehicle distance corresponding to sudden deceleration of the preceding vehicle can be secured.

According to the vehicle travel control apparatus of the fourth aspect, the travel level of the preceding vehicle is specified based on the difference between the driving state information of the preceding vehicle and the predetermined driving state information reference value. The driving level can be specified based on the reference, and the driving level specifying process can be performed simply and quickly.

According to the vehicle travel control device of the fifth aspect, since the adjustment of the follow-up control of the own vehicle with respect to the preceding vehicle is performed based on the traffic information, when an accident or traffic jam occurs on the course of the own vehicle. It is possible to perform follow-up control to the preceding vehicle while improving the safety of the host vehicle, such as increasing the inter-vehicle distance between the preceding vehicle and avoiding a danger such as a rear-end collision near the accident site or at the end of the traffic jam. .

  Hereinafter, embodiments of a vehicle travel control device, a vehicle travel control method, and a vehicle travel control program according to the present invention will be described in detail with reference to the drawings. However, the present invention is not limited to each embodiment.

[Embodiment 1]
First, the first embodiment will be described. This form is a form in which travel control of the host vehicle is performed in accordance with the driving tendency of the preceding vehicle. FIG. 1 is a functional block diagram schematically showing the electrical configuration of the host vehicle and the vehicle travel control apparatus according to the first embodiment.

(Constitution)
As shown in FIG. 1, the host vehicle 1 according to Embodiment 1 includes a vehicle travel control device 10, a vehicle speed sensor 20, an inter-vehicle distance sensor in addition to a vehicle drive mechanism including an engine 2, a transmission 3, and a brake 4. 21, a communication unit 22, a display unit 23, and a speaker 24.

(Configuration-vehicle travel control device)
The vehicle travel control device 10 is a device that controls the speed and acceleration / deceleration of the host vehicle 1 by controlling the engine 2, the transmission 3, the brake 4 and the like of the host vehicle 1, and includes a recording unit 11 and a vehicle travel control. A portion 12 is provided.

The recording unit 11 is a recording unit that records various data such as data necessary for execution of processing by the vehicle travel control device 10 and data necessary for the navigation system. Specifically, the recording unit 11 is an external storage device. As a hard disk (not shown). However, any other recording medium including a magnetic recording medium such as a magnetic disk or an optical recording medium such as a DVD or a Blu-ray disk can be used instead of or together with the hard disk. In particular, in the first embodiment, the recording unit 11 records a reference value (hereinafter referred to as “driving state information reference value”) 11a for specifying the driving tendency of the preceding vehicle based on the driving state information of the preceding vehicle. The Below, the case where the cycle number of the acceleration / deceleration of the preceding vehicle for the predetermined time is employ | adopted as a reference value is illustrated. Here, the number of cycles of acceleration / deceleration is one cycle from acceleration after acceleration with a predetermined value or more to deceleration with deceleration over a predetermined value until acceleration with acceleration over a predetermined value is performed again. The number of repetitions of the cycle. Here, “m (times / predetermined time)” is recorded in the recording unit 11 as a reference value of the number of acceleration / deceleration cycles for a predetermined time. In addition, the recording unit 11, the first threshold value TH ₁ and a second threshold value TH 2 used in the case of determining a driving tendency of the leading _vehicle, and the control table 11b storing a control value for the tracking control is recorded Has been. Each of these recorded contents is recorded in the recording unit 11 at an arbitrary timing and method.

  The vehicle travel control unit 12 is a control unit that controls each unit of the vehicle travel control device 10, and specifically, a CPU, various programs interpreted and executed on the CPU (a basic control program such as an OS, an OS, And an internal memory such as a RAM for storing programs and various types of data. In particular, the vehicle travel control program according to the present embodiment is installed in the vehicle travel control device 10 via an arbitrary recording medium or network 40, thereby substantially configuring each unit of the vehicle travel control unit 12.

  The vehicle travel control unit 12 includes a driving state information acquisition unit 12a, a driving tendency identification unit 12b, and a follow-up control unit 12c in terms of functional concept. The driving state information acquisition unit 12a is a driving state information acquisition unit that acquires driving state information related to a driving state of a preceding vehicle traveling ahead of the host vehicle 1 for a predetermined period. The specific contents of the driving state information are arbitrary. For example, the speed of the preceding vehicle, the inter-vehicle distance between the preceding vehicle and the host vehicle 1, the number of acceleration / deceleration cycles of the preceding vehicle, and the average acceleration during acceleration of the preceding vehicle In addition, information such as the average deceleration at the time of deceleration of the preceding vehicle or the fuel consumption of the preceding vehicle can be included. Such driving state information can be obtained based on the inter-vehicle distance and the vehicle speed measured by the inter-vehicle distance sensor 21 and the vehicle speed sensor 20 of the host vehicle 1, or by inter-vehicle communication (vehicle-to-vehicle communication) via the communication unit 22. It can also be obtained from a preceding vehicle. Here, the “predetermined period” is an accumulation period for acquiring a sufficient amount of driving state information for specifying the driving tendency of the preceding vehicle, and specific numerical values can be obtained through experiments or the like. For example, it is several seconds to several tens of seconds. Thus, as a method of acquiring driving state information, the driving state information accumulated in the preceding vehicle for a predetermined period is acquired in the own vehicle 1, and the driving state information acquired from the preceding vehicle is accumulated in the own vehicle 1 for a predetermined period. A method or a combination of these methods can be given, and specific examples thereof will be described later.

  The driving tendency specifying unit 12b is driving tendency specifying means for specifying the driving tendency of the preceding vehicle. As specific contents of the identified driving tendency, an arbitrary tendency that can be used as a reference for the traveling control of the host vehicle 1 can be set. However, in the present embodiment, a case where the traveling level of the preceding vehicle is specified is illustrated. To do. Specifically, when the driving level of the preceding vehicle is high (hereinafter referred to as “high driving level”), normal level (hereinafter referred to as “normal driving level”), or low level. (Hereinafter referred to as “low driving level”). For example, when the driving level is high, the preceding vehicle is safe (when driving safely) or when the preceding vehicle is driving highly fuel-efficient, when the driving level is low As examples, the case where the safety of the preceding vehicle is low (when dangerous driving is performed) or the case where driving with low fuel consumption efficiency is performed can be given.

  The follow-up control unit 12c sets a target inter-vehicle distance between the preceding vehicle and the host vehicle 1, maintains the target inter-vehicle distance, and adjusts the speed of the preceding vehicle and the own vehicle 1 so as to coincide with each other. It is a follow-up control means for performing traveling control. The standard for setting the target inter-vehicle distance is arbitrary, for example, according to the safe inter-vehicle distance determined based on the vehicle speed of the host vehicle 1 specified by the vehicle speed sensor 20 and the traveling level of the preceding vehicle specified by the driving tendency specifying unit 12b. A total value with the determined buffer inter-vehicle distance can be set as the target inter-vehicle distance. When there is a difference between the target inter-vehicle distance and the actual inter-vehicle distance, the follow-up control unit 12c controls the host vehicle 1 to accelerate / decelerate at a predetermined acceleration / deceleration according to the difference. To do. For example, when acceleration control is performed, feedback control of an electronically controlled throttle is performed to adjust the opening of the throttle valve, and the engine output is adjusted by changing the intake air amount to the engine 2. Further, when the transmission 3 is controlled, it is controlled to a predetermined gear ratio according to the vehicle speed and the engine torque. On the other hand, when performing deceleration control, feedback control is performed on brake actuators provided on the wheels of the host vehicle 1.

(Configuration-vehicle speed sensor)
The vehicle speed sensor 20 is a sensor for measuring the traveling speed of the host vehicle 1. The vehicle speed sensor 20 includes, for example, a combination of a vehicle speed pulse sensor that detects the number of rotations of a wheel, an acceleration sensor that detects the acceleration of the host vehicle 1, and a circuit that calculates a speed based on the detected acceleration. Yes.

(Configuration-inter-vehicle distance sensor)
The inter-vehicle distance sensor 21 is a sensor for measuring the inter-vehicle distance between the host vehicle 1 and the preceding vehicle. The inter-vehicle distance sensor 21 is configured using, for example, an infrared laser radar or a millimeter wave radar.

(Configuration-Communication Department)
The communication unit 22 is communication means for communicating various information including driving state information with the preceding vehicle. The communication unit 22 is configured as a communication device that performs communication using, for example, narrowband communication (DSRC), UHF / VHF band, or radio wave beacon or optical beacon.

(Configuration-display section)
The display unit 23 is a display unit that displays information related to the driving state and traveling control of the host vehicle 1, information related to the driving state of the preceding vehicle, and the like. The specific configuration of the display unit 23 is arbitrary. For example, a flat panel display such as a liquid crystal display or an organic EL display, or a hologram device that projects a hologram on the windshield of the host vehicle 1 can be used.

(Configuration-Speaker)
The speaker 24 is an output unit that outputs information, warnings, and the like regarding travel control of the host vehicle 1. In addition, the specific aspect of the audio | voice output from the speaker 24 is arbitrary, The synthetic | combination audio | voice produced | generated as needed and the audio | voice recorded beforehand can be output.

(processing)
Processing executed by the vehicle travel control device 10 configured as described above will be described. FIG. 2 is a flowchart showing the entire travel control process executed by the vehicle travel control apparatus 10 (steps are abbreviated as “S” in the description of each process below).

  Schematically, the driving state information acquisition unit 12a of the vehicle driving control device 10 executes the driving state information acquisition process for the preceding vehicle when a driving control execution instruction is given by a predetermined input operation or the like (SA1). Based on the driving state information acquired as a result, the driving tendency specifying unit 12b executes a driving tendency specifying process for the preceding vehicle (SA2). Then, based on the identified traveling level of the preceding vehicle, the follow-up control unit 12c executes a follow-up control process of the host vehicle 1 with respect to the preceding vehicle (SA3). Thereafter, SA1 to SA3 are continuously executed until the vehicle travel control is canceled by a predetermined input operation or the like. Hereinafter, specific contents of these processes will be described.

(Processing-Operation status information acquisition processing)
First, the operation state information acquisition process of SA1 will be described. FIG. 3 is a flowchart showing the operation state information acquisition process. The driving state information acquisition unit 12a attempts to acquire the driving state information of the preceding vehicle from the preceding vehicle by performing inter-vehicle communication via the communication unit 22 (SB1). Specifically, a request signal for requesting operation state information is transmitted in a predetermined format. As a result, when driving state information such as the number of acceleration / deceleration cycles of the preceding vehicle in the predetermined time and the average acceleration at the time of acceleration has already been accumulated by the information accumulation function of the preceding vehicle, from the own vehicle 1 in this SB1 In response to the request, the driving state information is transmitted from the preceding vehicle and received by the communication unit 22 of the host vehicle 1. When the driving state information can be acquired from the preceding vehicle in this way (SB2, Yes), the driving state information acquisition unit 12a ends the driving state information acquisition process and returns to the overall process of FIG.

  On the other hand, when the preceding vehicle is not provided with a function for storing driving state information or the driving state information cannot be received due to a communication failure, for example, the driving state information cannot be obtained by inter-vehicle communication (SB2, No The driving state information acquisition unit 12a measures the inter-vehicle distance from the preceding vehicle by the inter-vehicle distance sensor 21 (SB3). At the same time as measuring the inter-vehicle distance, the relative speed of the preceding vehicle may be obtained using the Doppler effect of the radio wave emitted by the inter-vehicle distance sensor 21 and reflected by the preceding vehicle.

  After continuously measuring the inter-vehicle distance for a predetermined time (SB4, Yes), the driving state information acquisition unit 12a calculates the driving state information based on the measured inter-vehicle distance (SB5). For example, the relative speed of the preceding vehicle with respect to the host vehicle 1 can be obtained by differentiating the inter-vehicle distance with respect to time. Furthermore, the acceleration of the preceding vehicle can be obtained by differentiating the relative speed with respect to time, and the number of acceleration / deceleration cycles within a predetermined time, the average acceleration during acceleration, and the like can be obtained based on the acceleration. After the calculation of the driving state information, the driving state information acquisition unit 12a ends the driving state information acquisition process and returns to the overall process of FIG.

(Processing-Driving tendency identification processing)
Next, the driving tendency specifying process of SA2 will be described. FIG. 4 is a flowchart showing the driving tendency specifying process.

  The driving tendency specifying unit 12b acquires the driving state information reference value 11a from the recording unit 11 (SC1). Next, the driving tendency specifying unit 12b determines the difference between the number of acceleration / deceleration cycles in a predetermined time of the preceding vehicle specified in the driving state information acquisition process and the reference value of the number of acceleration / deceleration cycles in the predetermined time acquired from the recording unit 11. The value Vd is calculated (SC2). For example, when the number of acceleration / deceleration cycles of the preceding vehicle is n (times / predetermined time) and the reference value is m, the difference value Vd = n−m.

The driving tendency particular unit 12b, the recording unit 11 obtains the predetermined first threshold value TH ₁ and a second threshold value TH ₂ from these first threshold value TH ₁ and a second threshold value TH _2, calculated in SC2 difference The value Vd is compared (SC3). As a result, the difference value Vd be a first smaller than the threshold _{TH 1 (SC3, Vd <TH} 1), driving style specifying unit 12b, the travel level of the preceding vehicle is identified as a high driving level (SC4). Also, the difference value Vd is the first threshold value TH ₁ or more, and if it is smaller than the second threshold value TH ₂ is greater than the first threshold value _{TH 1 (SC3, TH 1 ≦} Vd <TH 2), driving style identification unit 12b Specifies that the driving level of the preceding vehicle is the normal driving level (SC5). Alternatively, when the difference value Vd is the second threshold value TH ₂ or more (SC3, Vd ≧ _TH 2), driving style specifying unit 12b, the travel level of the preceding vehicle is identified as a low driving level (SC6). After specifying the travel level in this way, the driving tendency specifying unit 12b ends the driving tendency specifying process and returns to the overall process of FIG.

Note that the first threshold value TH ₁ and a second threshold value TH _2, reference may be made as necessary to record in advance in the recording unit 11 as described above, but in accordance with the operating state information of the preceding vehicle, these it may be made to dynamically vary the first threshold value TH ₁ and a second threshold value TH _2. For example, as shown in FIG. 5, a map with the average acceleration on the vertical axis and the number of acceleration / deceleration cycles on the horizontal axis is recorded in the recording unit 11, and the preceding vehicle acquired by the map and the driving state information acquisition process is recorded. the average based on the acceleration, driving style specifying unit 12b is, the acceleration and deceleration cycles to be set as the first threshold value TH ₁ and a second threshold value TH ₂ may be obtained at any time. Here, when the fuel consumption is small (for example, when the throttle is opened less frequently and the throttle opening is small), the average acceleration and the number of acceleration / deceleration cycles are generally small, so in the map shown in FIG. it is by increasing the first threshold value TH ₁ with decreasing average acceleration, to enhance the possibility of being determined to be a high driving level in SC3 of FIG. The second threshold value TH ₂ when the average acceleration is less than a predetermined speed S1 is is a constant value S2, the average acceleration is identified as regardless low driving level to acceleration and deceleration cycles in the region exceeding a predetermined speed S1 May be.

(Processing-Tracking control process)
Next, the follow-up control process of SA3 in FIG. 2 will be described. FIG. 6 is a flowchart showing the follow-up control process, and FIG. 7 is a view showing the control table 11b referred to by the follow-up control unit 12c. The follow-up control unit 12c refers to the control table 11b stored in the recording unit 11 (SD1), and acquires a control value for follow-up control of the host vehicle 1 with respect to the preceding vehicle (SD2). This control value is determined according to the driving level of the preceding vehicle, and the follow-up control unit 12c acquires a control value corresponding to the driving level specified in the driving tendency specifying process. Although only one control table 11b is provided here, it is acquired by a driving state information acquisition process from a plurality of control tables 11b set in advance according to the driving state (for example, vehicle speed) of the preceding vehicle. Any one of the control tables 11b corresponding to the driving state (for example, vehicle speed) of the preceding vehicle may be selected.

For example, as shown in FIG. 7, when the traveling level of the preceding vehicle is specified to be the normal traveling level, the follow-up control unit 12c indicates a value (for example, the acceleration / deceleration response of the host vehicle 1 with respect to the preceding vehicle (for example, It obtains the G ₂ of acceleration and deceleration control as a feedback gain), to obtain the D ₁ as a buffer distance to the preceding vehicle. These G ₂ and D ₁ are values that are set as standard in, for example, a known traveling control device, or G ₂ delays acceleration / deceleration response from the standard by a predetermined time as in Patent Document 1. It is acceleration / deceleration response that improves ride comfort.

On the other hand, if the driving level of the preceding vehicle is identified as the high driving level, follow-up control unit 12c, as a value indicating the acceleration and deceleration response was set as a value larger than G ₂ during normal running level G ₃ acquires, as the buffer vehicle distance, to obtain the same D ₁ that during normal running level. As a result, the host vehicle 1 follows the preceding vehicle with higher responsiveness than the normal driving level, and the driving characteristics of the preceding vehicle suitable for high fuel efficiency are reproduced in the own vehicle 1. The fuel consumption of the vehicle 1 can be improved. At the same time, the inter-vehicle distance from the preceding vehicle can be maintained at the same level as that at the normal driving level, and safety can be maintained.

Alternatively, if the driving level of the preceding vehicle is identified as a low driving level, follow-up control unit 12c, as a value indicating the acceleration and deceleration response was set as a value smaller than G ₂ during normal running level get the G _1, as a buffer vehicle distance, to obtain a D ₂ which is set as a value greater than D ₁ of the normal running level. Thereby, the responsiveness of the own vehicle 1 with respect to repeated acceleration / deceleration in the preceding vehicle or sudden acceleration / deceleration is made slower than that at the normal driving level, and the ride comfort deteriorates due to repeated acceleration / deceleration in the preceding vehicle or sudden acceleration / deceleration. Deterioration of fuel consumption can be prevented. Further, by acquiring a buffer inter-vehicle distance that is longer than that at the normal driving level, it is possible to secure a sufficient inter-vehicle distance corresponding to a sudden deceleration of the preceding vehicle and improve safety.

  Thus, after acquiring the control value according to the travel level of the preceding vehicle, the tracking control unit 12c performs tracking control of the host vehicle 1 based on the acquired control value (SD3). A well-known logic can be used as the follow-up control logic based on this control value. In addition, you may alert | report a driver | operator by outputting the content of the follow-up control performed in this way by the display output via the display part 23, or the audio | voice output via the speaker 24. FIG.

(effect)
As described above, according to the first embodiment, the follow-up control of the host vehicle 1 is performed based on the travel level of the preceding vehicle. Therefore, the follow-up control with respect to the preceding vehicle is performed while improving the fuel consumption and safety of the host vehicle 1. be able to.

  In particular, the driving level of the preceding vehicle is specified based on the driving state information of the preceding vehicle, and the inter-vehicle distance and acceleration / deceleration responsiveness are adjusted according to the specified driving level. Since the own vehicle 1 follows the preceding vehicle with higher responsiveness than usual, the fuel consumption of the own vehicle 1 can be improved. Further, when the safety of the preceding vehicle due to the driving state is low, the response of the own vehicle 1 to repeated acceleration / deceleration or sudden acceleration / deceleration in the preceding vehicle is blunted, and repeated acceleration / deceleration in the preceding vehicle or rapid acceleration. It is possible to prevent the ride comfort from deteriorating due to the deceleration, and to secure a sufficient inter-vehicle distance corresponding to the sudden deceleration of the preceding vehicle by the inter-vehicle distance longer than usual.

  Further, the driving tendency specifying unit 12b specifies the driving level of the preceding vehicle based on the difference between the driving state information of the preceding vehicle and the driving state information reference value 11a, so the driving level is determined based on a uniform reference. Can be specified, and the driving level specifying process can be performed simply and quickly.

[Embodiment 2]
Next, a second embodiment will be described. This form is a form in which traveling control of the host vehicle is performed according to the level of the degree of coincidence between the driving tendency of the preceding vehicle and the driving tendency of the host vehicle. The configuration of the second embodiment is substantially the same as the configuration of the first embodiment unless otherwise specified. The configuration substantially the same as the configuration of the first embodiment is the same as that used in the first embodiment. The same reference numerals and / or names are attached as necessary, and the description thereof is omitted (the same applies to the third and fourth embodiments).

(Constitution)
FIG. 8 is a block diagram schematically showing the electrical configuration of the host vehicle 1 and the vehicle travel control device 10 according to the second embodiment. The vehicle travel control device 10 is used when the recording unit 11 specifies the degree of coincidence between the driving state information 11c of the host vehicle 1 and the driving tendency (running level in this case) of the host vehicle 1 and the preceding vehicle. The threshold TH ₃ and the fourth threshold TH ₄ are recorded, and the vehicle travel control unit 12 includes a driving state information storage unit 12d. The driving state information 11c is information regarding the driving state of the host vehicle 1 for a predetermined period, and the content of the driving state information 11c can be the same as the content of the driving state information for the preceding vehicle. The driving state information accumulating unit 12d is a driving state accumulating unit for accumulating the driving state information 11c. Based on this, the operation state information 11c is acquired.

(Processing-Operation status information acquisition processing)
Next, the driving | running state information acquisition process in this Embodiment 2 is demonstrated. FIG. 9 is a flowchart showing the operation state information acquisition process. Among these processes, the processes from SE1 to SE5 are the same as the processes from SB1 to SB5 in the above-described operation state information acquisition process of the first embodiment, and thus the description thereof is omitted.

  After acquiring the driving state information of the preceding vehicle, the driving state information acquiring unit 12a acquires the driving state information 11c of the host vehicle 1 (SE6). For example, the driving state information accumulating unit 12d acquires the traveling speed measured by the vehicle speed sensor 20 at a predetermined interval after the traveling of the own vehicle 1 is started, and based on the acquired traveling speed, the predetermined period of the own vehicle 1 is obtained. The operation state information 11c such as the number of acceleration / deceleration cycles is obtained, and the operation state information 11c is recorded in the recording unit 11. And the driving | running state information acquisition part 12a complete | finishes a driving | running state information acquisition process, after acquiring the driving | running state information 11c from the recording part 11, and returns to the whole process of FIG.

(Processing-Driving tendency identification processing)
Next, the driving tendency specifying process will be described. FIG. 10 is a flowchart showing the driving tendency specifying process. Here, among the processes shown in FIG. 10, the processes from SF1 to SF6 are the same as the processes from SC1 to SC6 in the driving tendency specifying process of the first embodiment described above, and thus the description thereof is omitted.

After specifying the driving level of the preceding vehicle (SF4, SF5, or SF6), the driving tendency specifying unit 12b is included in the driving state information 11c of the own vehicle 1 acquired in the driving state information acquisition process described above. and acceleration and deceleration cycle number for a first predetermined time, also calculates a difference value Vd ₂ between the acceleration and deceleration cycles of the preceding vehicle obtained in the operation state information acquisition process (SF7). Then, driving style specifying unit 12b acquires a predetermined third threshold value TH ₃ and the fourth threshold value TH ₄ from the recording unit 11, these third threshold TH ₃ and the fourth threshold value TH _4, calculated in SF7 difference comparing the value Vd ₂ (SF8). As a result, when the difference value Vd ₂ is less than the third threshold value _{TH 3 (SF9, Vd 2 <} TH 3), driving tendency particular unit 12b, the travel level of the coincidence degree of the running level between the preceding vehicle of the own vehicle 1 It is determined that the value is high (SF9). Also, the difference value Vd ₂ is the third threshold value TH ₃ or more, and a third case of the fourth less than the threshold TH ₄ greater than the threshold value _{TH 3 (SC3, TH 3 ≦} Vd <TH 4), driving tendency particular unit 12b determines that the degree of coincidence between the traveling level of the host vehicle 1 and the traveling level of the preceding vehicle is medium (SF10). Alternatively, when the difference value Vd ₂ is the fourth threshold value TH ₄ above _{(SC3, Vd ≧ TH 4)} , driving tendency particular unit 12b, the driving level of the coincidence degree of the running level between the preceding vehicle of the own vehicle 1 is low Determine (SF11). After determining the degree of coincidence of the driving levels in this way, the driving tendency specifying unit 12b ends the driving tendency specifying process and returns to the overall process of FIG.

(Processing-Tracking control process)
Next, the follow-up control process will be described. FIG. 11 is a table showing the control table 11b referred to by the tracking control unit 12c in the second embodiment. Each process in the follow-up control process is the same as each process in the follow-up control process of the first embodiment described above, but the contents of the control table 11b referred to by the follow-up control unit 12c in SD1 are different. That is, as shown in FIG. 11, in the second embodiment, the control value of the host vehicle 1 differs depending on the degree of coincidence between the preceding vehicle specified in the driving tendency specifying process and the host vehicle 1. Yes.

Specifically, regarding the value indicating the acceleration / deceleration response of the own vehicle 1, when the degree of coincidence between the traveling level of the preceding vehicle and the traveling level of the own vehicle 1 is medium ("medium" in FIG. 11), since it is considered that there is no the coincidence degree otherwise necessary to consider, to get one from G ₃ in G ₁ in accordance with the running level of the same preceding vehicle in the case of the first embodiment. On the other hand, when the degree of coincidence between the travel level of the preceding vehicle and the travel level of the host vehicle 1 is high (“high” in FIG. 11), the ride comfort of the host vehicle 1 is improved even if the acceleration / deceleration response to the preceding vehicle is increased. since it is considered that there is never worse, when the preceding vehicle is in a normal traveling level, obtains a G ₃ which is set as a value larger than G _2, conversely, the preceding driving level and the vehicle 1 of the vehicle When the degree of coincidence with the travel level is low (“low” in FIG. 11), it is considered that the ride comfort of the host vehicle 1 is deteriorated when acceleration / deceleration response to the preceding vehicle is high. when in obtains the G ₁ which is set as a value smaller than G _2. However, even if the degree of coincidence between the traveling level of the preceding vehicle and the traveling level of the host vehicle 1 is high or low, if the preceding vehicle is at a high traveling level or a low traveling level, acceleration / deceleration responsiveness is obtained. As the value to be shown, the same value as in the first embodiment is set. On the other hand, regarding the value indicating the buffer inter-vehicle distance with the preceding vehicle, the degree of influence due to the degree of coincidence of the traveling level is considered to be small, so regardless of the degree of coincidence between the traveling level of the preceding vehicle and the traveling level of the host vehicle 1, The same value as in the first embodiment is set.

(effect)
As described above, according to the second embodiment, when the degree of coincidence between the traveling level of the own vehicle 1 and the traveling level of the preceding vehicle is high, the responsiveness of the follow-up control is improved to improve the comfort of the own vehicle 1. When the degree of coincidence is low, the comfort of the host vehicle 1 can be prevented from being lowered by reducing the response of the follow-up control.

[Embodiment 3]
Next, Embodiment 3 will be described. This form is a form in which the traveling control of the host vehicle 1 is performed based on the driving tendency of other vehicles that follow or run parallel to the host vehicle 1.

(processing)
First, the process performed by the vehicle travel control apparatus 10 according to the third embodiment will be described. FIG. 12 is a flowchart illustrating the entire travel control process executed by the vehicle travel control apparatus 10, and FIG. 13 is a diagram illustrating the control table 11b referred to by the tracking control unit 12c in the third embodiment.

  When the execution instruction of the travel control is performed by a predetermined input operation or the like, the driving state information acquisition unit 12a, in addition to the driving state information of the preceding vehicle, the driving state of each of the other vehicles that follow or run in parallel with the own vehicle 1 Information is acquired (hereinafter, these preceding vehicles and other vehicles are referred to as “peripheral vehicles” as necessary) (SH1). Although the acquisition method of the driving state information of other vehicles is arbitrary, for example, you may acquire by providing the inter-vehicle distance sensor 21 toward the side or the back of the own vehicle 1, and communicate between vehicles via a communication part. May be obtained from another vehicle. Or you may receive the driving | running state information of the other vehicle acquired by the traffic information center via the narrow area communication (DSRC), the radio wave beacon, or the optical beacon via the communication unit 22. Thus, when acquiring driving state information from the traffic information center, for example, the position coordinates of the host vehicle 1 are specified using a known GPS function, and the position coordinates are transmitted to the traffic information center via the communication unit 22. By transmitting, on the side of the traffic information center, the position of the own vehicle 1 can be specified, and the surrounding vehicles of the own vehicle 1 can be specified by referring to the positions of other vehicles similarly specified.

  And when the driving state information about all the surrounding vehicles that run around the host vehicle 1 is acquired (SH2, Yes), the driving tendency specifying unit 12b is based on the acquired driving state information. By executing the driving tendency specifying process for each, the driving tendency (traveling level here) of each surrounding vehicle is specified (SH3).

  Next, when the driving levels for all the surrounding vehicles are specified (SH4, Yes), the tracking control unit 12c performs the tracking control process of the host vehicle 1 for the preceding vehicle based on the specified driving levels of the surrounding vehicles. Execute (SH5). In addition, although the specific content of each of these processes is the same as that of each process in Embodiment 1, the content of the control table 11b which the tracking control part 12c refers in the tracking control process differs. That is, as shown in FIG. 13, in the third embodiment, the setting of the control value of the host vehicle 1 for the preceding vehicle differs according to the driving level of the surrounding vehicle specified in the driving tendency specifying process. .

Specifically, when there is no surrounding vehicle other than the preceding vehicle, or when the driving level of the surrounding vehicle is a high driving level or a normal driving level, it is shown in FIG. 7 in the description of the first embodiment. The setting is the same as the control setting. On the other hand, when the driving level of the surrounding vehicle is low, the acceleration / deceleration response is G ₂ and the buffer inter-vehicle distance is D ₂ when the preceding vehicle is high, and the preceding vehicle is at the normal driving level. The acceleration / deceleration response is G ₁ , the buffer inter-vehicle distance is D _2, and when the preceding vehicle is at a low running level, the acceleration / deceleration response is G ₄ smaller than G ₁ and the buffer inter-vehicle distance is further than D _2. It has been a big _{D 3.} That is, the acceleration / deceleration responsiveness is set lower and the buffer inter-vehicle distance is set larger than when the driving level of surrounding vehicles is not a low driving level. In this way, it is possible to avoid the danger that the following vehicle suddenly approaches the own vehicle 1 by slowing the response of the own vehicle 1 to repeated acceleration or deceleration in the preceding vehicle or sudden acceleration / deceleration. Further, by making the inter-vehicle distance between the preceding vehicle and the host vehicle 1 larger than usual, it is possible to prevent a danger such as a rear-end collision due to a sudden interruption of the parallel running vehicle.

(effect)
As described above, according to the third embodiment, since the follow-up control of the own vehicle 1 with respect to the preceding vehicle is adjusted based on the traveling level of the other vehicle following or parallel to the own vehicle 1, the preceding vehicle and the other vehicle The follow-up control for the preceding vehicle can be performed without impairing the fuel consumption of the host vehicle 1 while avoiding the decrease in the safety of the host vehicle 1 due to the travel level.

[Embodiment 4]
Next, a fourth embodiment will be described. This form is a form in which the travel control of the host vehicle is performed based on the traffic information acquired by the traffic information acquisition means.

(Constitution)
FIG. 14 is a block diagram schematically illustrating the electrical configuration of the host vehicle 1 and the vehicle travel control device 10 according to the fourth embodiment. The host vehicle 1 includes a navigation device 30. The navigation device 30 is used for guiding the travel route of the host vehicle 1 and is configured in the same manner as a known navigation device except for a configuration to be specifically described. For example, the current position of the host vehicle 1 is indicated by GPS or the like (not shown). ), Map data corresponding to the current position is acquired through a map information recording unit (not shown), a vehicle position mark is superimposed on a map image drawn based on the map data, and the display unit 23 To display. In particular, the navigation device 30 includes the communication unit 22 according to the first embodiment, accesses the network 40 via the communication unit 22, and acquires traffic information from the traffic information center 50 via the network 40.

  The traffic information is current traffic information regarding the current traffic state and predicted traffic information regarding the future traffic state. For example, the current traffic information includes road traffic information related to road traffic including the length of the traffic jam, traffic regulation information related to road construction, etc., or accident information on the route from the current position of the vehicle 1 to the destination. . The predicted traffic information includes traffic jam prediction information at a predetermined future time acquired based on the current traffic information. The specific configuration of the network 40 is arbitrary. For example, an intelligent road traffic system (ITS) such as LAN, WAN, Internet, telephone line network, television broadcast network, FM multiplex broadcast network, BS broadcast network, CS broadcast network, etc. ) Automatic fee payment system (ETC: Electronic Toll Collection System) or a narrow communication system.

  Further, the vehicle travel control device 10 records the traffic information acquired from the traffic information center 50 via the communication unit 22 of the navigation device 30 in the recording unit 11, and the traffic information acquisition unit 12e that acquires the traffic information. The vehicle travel control unit 12 is configured. The function of this traffic information acquisition unit 12e will be described later.

(Processing-Operation status information acquisition processing)
Next, the driving state information acquisition process will be described. FIG. 15 is a flowchart showing the operation state information acquisition process. Of the processes shown in FIG. 15, the processes from SG1 to SG5 are the same as the processes from SB1 to SB5 in the driving tendency specifying process of the first embodiment described above, and thus the description thereof is omitted.

  After acquiring the driving state information of the preceding vehicle (SG2, Yes, or SG5), the driving state information acquisition unit 12a acquires traffic information related to the course of the host vehicle 1 (SG6). For example, the traffic information acquisition unit 12 e continuously acquires traffic information from the traffic information center 50 via the navigation device 30 and records it in the recording unit 11 after the start of traveling of the host vehicle 1. And according to the request | requirement from the driving | running state information acquisition part 12a after the start of a driving | running state information acquisition process, traffic information is acquired from the recording part 11, and it passes to the said driving | running state information acquisition part 12a. And the driving | running state information acquisition part 12a complete | finishes a driving | running state information acquisition process, after acquiring driving | running state information from the recording part 11, and returns to the whole process of FIG.

(Processing-Tracking control process)
Next, the follow-up control process will be described. FIG. 16 is a table showing a control table 11b referred to by the tracking control unit 12c in the fourth embodiment. Each process in the follow-up control process is the same as each process in the follow-up control process of the first embodiment described above, but the contents of the control table 11b referred to by the follow-up control unit 12c in SD1 are different. That is, as shown in FIG. 16, in Embodiment 4, the control value of the own vehicle 1 with respect to the preceding vehicle differs according to the traffic information acquired in the driving state information acquisition process.

Specifically, when traffic information indicating that no accident or traffic jam has occurred on the route of the host vehicle 1 is obtained, the same control value as that in the first embodiment is acquired. On the other hand, when traffic information indicating that an accident or traffic jam has occurred on the route of the host vehicle 1, the buffer between the preceding vehicle and the vehicle where no accident or traffic jam has occurred is acquired. The inter-vehicle distance is expanded. That is, when the accident or traffic jam occurs, the preceding vehicle is a buffer vehicle distance between D ₁ is greater than D ₂ in the case of high driving level or normal running level, when the preceding vehicle is low driving level buffer an inter-vehicle distance and _{D 2} greater than _{D 3.}

(effect)
As described above, according to the fourth embodiment, since the follow-up control of the host vehicle 1 with respect to the preceding vehicle is adjusted based on the traffic information acquired by the traffic information acquiring unit 12e, an accident occurs on the course of the host vehicle 1. When there is a traffic jam, the distance between the vehicle and the preceding vehicle can be increased to avoid danger such as a rear-end collision near the accident site or at the end of the traffic jam.

[Modifications to Embodiments]
Although the embodiments of the present invention have been described above, the specific configuration and means of the present invention are arbitrarily modified and improved within the scope of the technical idea of each invention described in the claims. be able to. Hereinafter, such a modification will be described.

(About problems to be solved and effects of the invention)
First, the problems to be solved by the invention and the effects of the invention are not limited to the above contents, and may vary depending on the implementation environment and details of the configuration of the invention. May be solved, or only some of the effects described above may be achieved.

(About distribution and integration)
Further, each of the electrical components described above is functionally conceptual and does not necessarily need to be physically configured as illustrated. In other words, the specific form of distribution and integration of each component is not limited to the one shown in the figure, and all or a part thereof is functionally or physically distributed in arbitrary units according to various loads and usage conditions. Or it can be integrated. For example, the vehicle travel control device 10 can be distributed and arranged in a plurality of devices, or the vehicle travel control device 10 can be integrated into a known navigation device.

(About the mutual relationship of each embodiment)
Each embodiment described above can be combined with each other in an arbitrary combination. For example, the second embodiment and the third embodiment are combined to adjust the follow-up control of the host vehicle 1 with respect to the preceding vehicle according to the similarity in driving tendency between the preceding vehicle and the host vehicle 1 and the driving tendency of the surrounding vehicles. You may make it perform.

(About operation status information acquisition processing)
When acquiring the driving state information, information from the preceding vehicle and information measured by the host vehicle 1 may be used in combination. For example, when the driving state information acquired from the preceding vehicle includes information indicating the period during which the driving state information is acquired, if the period is less than a predetermined period, the driving state information for the shortage period Only the vehicle may be supplemented by measuring the vehicle 1 or the like. Further, in addition to the driving state information of the preceding vehicle of the preceding vehicle 1, the driving state information of the preceding vehicle of the preceding vehicle (hereinafter referred to as “the preceding vehicle”) is acquired by inter-vehicle communication or the like. Then, the driving tendency of the preceding preceding vehicle may be specified in the same manner as the preceding vehicle, and the traveling control of the host vehicle 1 may be performed based on the specified driving tendency. For example, if the preceding preceding vehicle is in a dangerous driving tendency, the buffer inter-vehicle distance in the control table 11b of FIG. 7 is further increased by a predetermined distance, so that the driving tendency of the preceding preceding vehicle is taken into consideration. Can increase the sex. Further, the information on other vehicles in the third embodiment may be obtained via the navigation device 30 as in the fourth embodiment.

(About driving tendency judgment processing)
The driving tendency of the preceding vehicle or the surrounding vehicle, the driving tendency of the preceding vehicle, and the driving tendency of the host vehicle may be determined by a method different from the above-described embodiments. For example, a control table may be prepared for each vehicle type of a preceding vehicle or a surrounding vehicle, the vehicle type may be specified by inter-vehicle communication or the like, and determination may be made using a control table corresponding to the specified vehicle type. In this case, even when driving with the same number of acceleration / deceleration cycles is performed, when the driving tendency varies depending on the vehicle type, an appropriate driving tendency can be determined for each vehicle type.

(About tracking control processing)
In each of the above-described embodiments, the feedback gain of the acceleration / deceleration control is exemplified as the value indicating the acceleration / deceleration responsiveness of the own vehicle 1 to be changed according to the driving tendency of the preceding vehicle. However, other parameters can be used. . For example, you may adjust the upper limit of the acceleration / deceleration of the own vehicle 1 at the time of follow-up control according to the driving tendency of the preceding vehicle. Specifically, the upper limit of acceleration / deceleration is set higher than normal when the preceding vehicle is identified as having a high driving level, and is adjusted when the preceding vehicle is identified as having a low driving level. You may make the upper limit of speed small.

1 is a block diagram of a host vehicle and a vehicle travel control device according to Embodiment 1 of the present invention. It is the flowchart which showed the whole traveling control process. It is the flowchart which showed the driving | running state information acquisition process. It is the flowchart which showed the driving | running tendency specific process. It is a figure which shows the map which linked and set the average acceleration and the number of acceleration / deceleration cycles. It is the flowchart which showed the follow-up control process. It is the figure which showed the control table which a tracking control part refers. It is a block diagram of the own vehicle and vehicle travel control device concerning Embodiment 2. It is the flowchart which showed the driving | running state information acquisition process. It is the flowchart which showed the driving | running tendency specific process. It is the table | surface which showed the control table which a tracking control part refers. 10 is a flowchart illustrating an entire travel control process according to a third embodiment. It is the figure which showed the control table which a tracking control part refers. It is a block diagram of the own vehicle and vehicle travel control device concerning Embodiment 4. It is the flowchart which showed the driving | running state information acquisition process. It is the table | surface which showed the control table which a tracking control part refers.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Own vehicle 2 Engine 3 Transmission 4 Brake 10 Vehicle travel control apparatus 11 Recording part 11a Driving state information reference value TH ₁ 1st threshold value TH ₂ 2nd threshold value TH ₃ 3rd threshold value TH ₄ 4th threshold value 11b Control table 11c Driving state Information 12 Vehicle travel control unit 12a Driving state information acquisition unit 12b Driving tendency identification unit 12c Tracking control unit 12d Driving state information storage unit 12e Traffic information acquisition unit 20 Vehicle speed sensor 21 Inter-vehicle distance sensor 22 Communication unit 23 Display unit 24 Speaker 30 Navigation device 40 network 50 traffic information center

Claims (9)

Driving state information acquisition means for acquiring driving state information relating to the driving state of a preceding vehicle traveling ahead of the host vehicle;
Based on the driving state information acquired by the driving state information acquiring unit, driving tendency specifying unit for specifying the driving tendency of the preceding vehicle;
Tracking control means for performing tracking control of the host vehicle with respect to the preceding vehicle based on the driving tendency of the preceding vehicle specified by the driving tendency specifying means ;
The driving state information acquisition means acquires driving state information related to a driving state of the host vehicle for a predetermined period,
The driving tendency identification means is based on the driving state information of the preceding vehicle acquired by the driving state information acquisition means and the driving state information of the own vehicle, and the driving tendency of the preceding vehicle and the driving tendency of the own vehicle. Identify mutual matching levels,
The follow-up control means is an inter-vehicle distance of the own vehicle with respect to the preceding vehicle and / or an acceleration / deceleration response of the own vehicle with respect to the preceding vehicle according to the level of coincidence specified by the driving tendency specifying means. Adjusting gender,
Vehicle travel control apparatus according to claim. Driving state information acquisition means for acquiring driving state information relating to the driving state of a preceding vehicle traveling ahead of the host vehicle;
Based on the driving state information acquired by the driving state information acquiring unit, driving tendency specifying unit for specifying the driving tendency of the preceding vehicle;
Tracking control means for performing tracking control of the host vehicle with respect to the preceding vehicle based on the driving tendency of the preceding vehicle specified by the driving tendency specifying means;
The driving state information acquisition means acquires driving state information related to a driving state of a predetermined period of another vehicle that follows and / or runs parallel to the host vehicle,
The driving tendency specifying means specifies the driving tendency of the other vehicle based on the driving state information of the other vehicle acquired by the driving state information acquisition means,
The follow-up control means adjusts the follow-up control of the own vehicle with respect to the preceding vehicle based on the driving tendency of the other vehicle specified by the driving tendency specifying means;
Car both traveling control device you characterized. The driving tendency specifying means specifies the traveling level of the preceding vehicle resulting from the driving state of the preceding vehicle,
The follow-up control unit adjusts the inter-vehicle distance of the host vehicle with respect to the preceding vehicle and / or the acceleration / deceleration response of the host vehicle with respect to the preceding vehicle according to the travel level specified by the driving tendency specifying unit. To do,
The vehicle travel control device according to claim 1, wherein: The operation tendency specifying means, the operation state information of the preceding vehicle obtained by the operation state information acquiring means, and calculating a difference between each other with a predetermined reference value, based on the difference obtained by the calculation, Identifying the driving level;
The vehicle travel control device according to claim 3 . A traffic information acquisition means for acquiring traffic information is provided.
The follow-up control unit adjusts the inter-vehicle distance of the host vehicle with respect to the preceding vehicle and / or the acceleration / deceleration response of the host vehicle with respect to the preceding vehicle based on the traffic information acquired by the traffic information acquiring unit. To do,
The vehicle travel control device according to any one of claims 1 to 4, wherein: A driving state information acquisition step for acquiring driving state information relating to a driving state of a preceding vehicle traveling ahead of the host vehicle;
Based on the driving state information acquired in the driving state information acquisition step, a driving tendency specifying step for specifying the driving tendency of the preceding vehicle;
A follow-up control step of performing follow-up control of the host vehicle with respect to the preceding vehicle based on the driving tendency of the preceding vehicle specified in the driving tendency specifying step;
In the driving state information acquisition step, acquiring driving state information related to the driving state of the host vehicle for a predetermined period,
In the driving tendency specifying step, the driving tendency of the preceding vehicle and the driving of the host vehicle are based on the driving state information of the preceding vehicle and the driving state information of the host vehicle acquired in the driving state information acquiring step. Identify the level of mutual matching of trends,
In the follow-up control step, an inter-vehicle distance of the host vehicle with respect to the preceding vehicle and / or acceleration / deceleration of the host vehicle with respect to the preceding vehicle is determined according to the level of coincidence specified in the driving tendency specifying step. Adjusting responsiveness,
A vehicle travel control method characterized by the above. A driving state information acquisition step for acquiring driving state information relating to a driving state of a preceding vehicle traveling ahead of the host vehicle;
Based on the driving state information acquired in the driving state information acquisition step, a driving tendency specifying step for specifying the driving tendency of the preceding vehicle;
A follow-up control step of performing follow-up control of the host vehicle with respect to the preceding vehicle based on the driving tendency of the preceding vehicle specified in the driving tendency specifying step ;
In the driving state information acquisition step, acquiring driving state information related to the driving state of a predetermined period of another vehicle following and / or running parallel to the host vehicle,
In the driving tendency specifying step, the driving tendency of the other vehicle is specified based on the driving state information of the other vehicle acquired in the driving state information acquiring step,
In the follow-up control step, based on the drive tendency of the other vehicle specified in the drive tendency specifying step, adjusting the follow-up control of the own vehicle with respect to the preceding vehicle,
Vehicle travel control method according to claim. A vehicle travel control program for causing a computer to execute the method according to claim 6 . A vehicle travel control program for causing a computer to execute the method according to claim 7.

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