JP7070450B2 - Vehicle travel control device - Google Patents

Description

The present invention relates to a vehicle travel control device that executes follow-up vehicle-to-vehicle distance control (ACC: adaptive cruise control).

Conventionally, a vehicle travel control device that executes follow-up vehicle-to-vehicle distance control (ACC) has been proposed (see, for example, Patent Document 1). ACC is to execute constant speed control to drive the own vehicle at a constant speed at a preset speed when the preceding vehicle does not exist in front of the vehicle (own vehicle), and when the preceding vehicle exists, the ACC executes the constant speed control in advance. It is a control that performs follow-up running control to make the own vehicle run so as to follow the preceding vehicle while maintaining the set set inter-vehicle distance.

Japanese Unexamined Patent Publication No. 2016-215769

The device proposed in Patent Document 1 (hereinafter referred to as "conventional device") acquires information on other vehicles existing in the vicinity of the own vehicle by using a radar sensor and a camera installed in the own vehicle. , Propose the set vehicle speed to the driver of the own vehicle using the acquired information. However, in the conventional device, only the traveling condition of another vehicle existing in the vicinity of the own vehicle (that is, another vehicle existing in the detectable range of the radar sensor and the camera) can be considered, and the proposal of the set vehicle speed is made by the own vehicle. It may not fit the actual situation of the road you are driving. Further, in the conventional device, no study has been made on the acceleration of the own vehicle in the follow-up running control.

The present invention has been made to solve the above problems. That is, one of the objects of the present invention is vehicle travel control capable of changing the set vehicle speed in constant speed control and the acceleration in follow-up travel control in consideration of the overall condition of the road on which the own vehicle is traveling. It is to provide the device.

The vehicle travel control device of the present invention (hereinafter, may be referred to as "the device of the present invention") is
Constant speed control that causes the own vehicle to travel at a constant speed according to the target speed (Vset), and the own vehicle with respect to the preceding vehicle while maintaining the inter-vehicle distance between the own vehicle and the preceding vehicle at the target inter-vehicle distance (Dset). A vehicle travel control unit (10) that executes follow-up travel control for follow-up travel, and
The communication unit (60) that receives the running state information regarding the running state of another vehicle existing in the vicinity of the own vehicle and the traffic jam information regarding the traffic jam around the own vehicle, and the communication unit (60).
A notification unit (51) that notifies the driver of the proposal for deceleration of the target speed, and
An operating unit (18) operated by the driver to approve the proposal.
To prepare for.
When the vehicle travel control unit is executing the constant speed control,
Based on the traveling state information, it is determined whether or not the current target speed (Vset) is larger than the speed (Vave) of the other vehicle (step 203).
When the current target speed (Vset) is larger than the speed (Vave) of the other vehicle (step 203: Yes), the proposal is made via the notification unit (step 204).
When the proposal is approved by the driver's operation on the operation unit (step 205: Yes), the target speed is decelerated (step 207).
It is configured as follows.
Further, when the vehicle travel control unit is executing the follow-up travel control,
Based on the traffic jam information, it is determined whether or not the acceleration suppression condition that is satisfied when the own vehicle is approaching the traffic jam section or is located in the traffic jam section is satisfied (step 304).
When the acceleration suppression condition is satisfied (step 304: Yes), the magnitude of the target acceleration (Gtgt (acceleration)) for accelerating the own vehicle is reduced as compared with the case where the acceleration suppression condition is not satisfied (step 304: Yes). Step 306)
It is configured as follows.

The apparatus of the present invention proposes deceleration of the target speed when the current target speed is larger than the speed of other vehicles existing in the vicinity of the own vehicle when the constant speed control is executed. When approving the proposal, the driver operates the operation unit. This slows down the target speed. According to the apparatus of the present invention, the target speed can be changed in consideration of not only the situation of other vehicles existing in the vicinity of the own vehicle but also the situation of many other vehicles existing on the road on which the own vehicle is traveling. .. Therefore, the present implementation device can be changed to a more appropriate target speed (set vehicle speed) as compared with the conventional device.

Further, when the apparatus of the present invention is executing the follow-up travel control, the own vehicle satisfies the acceleration suppression condition that is satisfied when the own vehicle is approaching the congested section or is located in the congested section. The magnitude of the target acceleration for accelerating is made smaller than when the acceleration suppression condition is not satisfied. According to the apparatus of the present invention, it is possible to change the magnitude of the acceleration in the follow-up travel control in consideration of the traffic congestion condition of the road on which the own vehicle is traveling. When the road is congested, even if the preceding vehicle starts, the preceding vehicle may immediately decelerate or stop. According to the apparatus of the present invention, since the acceleration when the own vehicle is accelerated following the preceding vehicle is suppressed, the possibility that the own vehicle excessively approaches the preceding vehicle can be reduced.

In the above description, in order to help understanding of the present invention, the name and / or the reference numeral used in the embodiment are added in parentheses to the structure of the invention corresponding to the embodiment described later. However, each component of the present invention is not limited to the embodiment defined by the reference numerals.

It is a schematic block diagram of the vehicle running control device which concerns on embodiment of this invention. It is a flowchart for demonstrating the operation of the operation support ECU shown in FIG. It is a flowchart for demonstrating the operation of the operation support ECU shown in FIG. It is a figure explaining the situation which own vehicle and other vehicle are traveling on a highway. It is a figure explaining the situation that the own vehicle is traveling in a congested section.

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

The vehicle travel control device (hereinafter, may be referred to as "the present embodiment") according to the embodiment of the present invention is referred to as a vehicle (hereinafter, referred to as "own vehicle" in order to distinguish it from other vehicles. May be applied.).

As shown in FIG. 1, the present implementation device includes a driving support ECU 10, a navigation ECU 20, an engine ECU 30, a brake ECU 40, a meter ECU 50, and a communication ECU 60.

These ECUs are electric control units (Electric Control Units) having a microcomputer as a main part, and are connected to each other so as to be able to transmit and receive information via a CAN (Controller Area Network) (not shown). In the present specification, the microcomputer includes a CPU 101, a ROM 102, a RAM 103, an interface (I / F) 104, and the like. The CPU 101 realizes various functions by executing instructions (programs, routines) stored in the ROM 102.

The driving support ECU 10 is connected to the sensors (including switches) listed below, and receives the detection signal or the output signal of those sensors. Each sensor may be connected to an ECU other than the driving support ECU 10. In that case, the operation support ECU 10 receives the detection signal or output signal of the sensor from the ECU to which the sensor is connected via CAN.

The accelerator pedal operation amount sensor 11 detects the operation amount (accelerator opening degree) of the accelerator pedal 11a of the vehicle, and outputs a signal representing the accelerator pedal operation amount AP.
The brake pedal operation amount sensor 12 detects the operation amount of the brake pedal 12a of the vehicle and outputs a signal representing the brake pedal operation amount BP.

The steering angle sensor 13 detects the steering angle of the vehicle and outputs a signal representing the actual steering angle θ.
The vehicle speed sensor 14 detects the traveling speed (vehicle speed) of the vehicle and outputs a signal indicating the vehicle speed SPD. The vehicle speed sensor 14 also transmits a signal representing the vehicle speed SPD to the communication ECU 60.

The surrounding sensor 15 is adapted to acquire information about at least the road in front of the vehicle and the three-dimensional object existing on the road. The three-dimensional object represents, for example, a moving object such as a pedestrian, a bicycle and a car, and a fixed object such as a utility pole, a tree and a guardrail. Hereinafter, these three-dimensional objects may be referred to as "targets". Further, the peripheral sensor 15 calculates and outputs the presence / absence of the target and the relative relationship between the vehicle and the target (that is, the distance between the vehicle and the target, the relative speed between the vehicle and the target, etc.). It has become.

The surrounding sensor 15 includes, for example, a radar sensor and a camera sensor.

The radar sensor radiates, for example, millimeter-wave band radio waves (hereinafter referred to as "millimeter waves") to the peripheral area of the vehicle including at least the area in front of the vehicle, and is reflected by a target existing within the radiation range. Receives millimeter waves (ie, reflected waves).

More specifically, the radar sensor includes a millimeter wave transmission / reception unit and an information processing unit. The information processing unit transmits the phase difference between the millimeter wave transmitted from the millimeter wave transmitter / receiver and the reflected wave received by the millimeter wave transmitter / receiver, the attenuation level of the reflected wave, and the millimeter wave from the transmission to the reception of the reflected wave. The inter-vehicle distance (vertical distance) Dfx (n), relative speed Vfx (n), lateral distance Dfy (n), relative lateral speed Vfy (n), etc. for each detected target (n) based on time or the like. Obtained every time a predetermined time elapses.

The inter-vehicle distance Dfx (n) is the distance along the central axis of the vehicle between the vehicle and the target (n) (for example, the preceding vehicle).
The relative speed Vfx (n) is the difference (= Vs—Vj) between the speed Vs of the target (n) (for example, the preceding vehicle) and the speed Vj of the vehicle. The speed Vs of the target (n) is the speed of the target (n) in the traveling direction of the vehicle.
The lateral distance Dfy (n) is the distance from the center axis of the "center position of the target (n) (for example, the center position of the vehicle width of the preceding vehicle)" in the direction orthogonal to the center axis of the vehicle. The lateral distance Dfy (n) is also referred to as the "lateral position".
The relative lateral velocity Vfy (n) is the velocity at the center position of the target (n) (for example, the vehicle width center position of the preceding vehicle) in the direction orthogonal to the center axis of the vehicle.

The camera sensor includes a camera (monocular camera or stereo camera) and an image processing unit. The camera captures the scenery in front of the vehicle and acquires image data. The image processing unit calculates and outputs the presence / absence of a target and the relative relationship between the vehicle and the target based on the image data. In this case, the driving support ECU 10 synthesizes the relative relationship between the vehicle and the target obtained by the radar sensor and the relative relationship between the vehicle and the target obtained by the camera sensor, thereby combining the vehicle and the target. Determine the relative relationship with.

The information acquired by the surrounding sensor 15 is referred to as "target information". The surrounding sensor 15 repeatedly transmits the target information to the driving support ECU 10 every time a predetermined time elapses. The peripheral sensor 15 does not necessarily have to include both a radar sensor and a camera sensor, and may include, for example, only the radar sensor or only the camera sensor.

The ACC switch 16 is a switch provided near the driver's seat and operated by the driver. By operating the ACC switch 16, the driver can select whether or not to execute the follow-up vehicle-to-vehicle distance control (ACC). When the ACC switch 16 is turned on, a signal for switching the traveling mode of the vehicle to the constant speed traveling mode or the following traveling mode (both described later) is output to the driving support ECU 10. When the ACC switch 16 is turned off, a signal for switching the driving mode of the vehicle to the normal driving mode is output to the driving support ECU 10. The constant speed traveling mode is a traveling mode selected by turning on the ACC switch 16 when there is no preceding vehicle (that is, a vehicle existing in front of the vehicle in the same lane as the vehicle). The follow-up travel mode is a travel mode selected by turning on the ACC switch 16 when the preceding vehicle is present.

The vehicle speed / inter-vehicle distance setting switch 17 is a switch provided near the driver's seat and operated by the driver. By operating the vehicle speed / inter-vehicle distance setting switch 17, the vehicle speed and the inter-vehicle distance are set. The vehicle speed and the vehicle-to-vehicle distance set by the vehicle speed / inter-vehicle distance setting switch 17 are referred to as "set vehicle speed Vset" and "set inter-vehicle distance Dset", respectively. Here, the set vehicle speed Vset is a vehicle speed maintained by the vehicle when the traveling mode of the vehicle is a constant speed traveling mode, and is sometimes referred to as a "target vehicle speed". The set inter-vehicle distance Dset is an inter-vehicle distance provided between the vehicle and the preceding vehicle at a vehicle speed equal to or lower than the set vehicle speed Vset when the traveling mode of the vehicle is the following traveling mode, and is sometimes referred to as a "target inter-vehicle distance". In addition, instead of setting the inter-vehicle distance, the set inter-vehicle time may be set. In this case, the set inter-vehicle distance can be calculated by multiplying the set inter-vehicle time by the vehicle speed.

The approval switch 18 is a switch provided near the driver's seat and operated by the driver. When the driver receives the "proposal for deceleration of the set vehicle speed Vset" described later, the driver can approve the proposal by operating the approval switch 18.

The vehicle is equipped with a navigation device (route guidance device). The navigation device includes a navigation ECU 20, a GPS receiver 21, a map database 22, and a touch panel display 23.

The GPS receiver 21 receives a GPS signal for detecting the position of the vehicle. Map information is stored in the map database 22. Map information includes road information. Road information includes information such as road width, slope, and radius of curvature (or curvature).

The navigation ECU 20 specifies the current position (current position) Pnow of the vehicle based on the GPS signal. Then, the navigation ECU 20 performs various arithmetic processes based on the vehicle position Pnow, map information, and the like, and guides the route using the display 23. The navigation ECU 20 is adapted to transmit information regarding the vehicle position Pnow to the communication ECU 60.

The engine ECU 30 is connected to the engine actuator 31. The engine actuator 31 includes a gasoline fuel injection, a spark ignition type, and a throttle valve actuator that changes the opening degree of the throttle valve of the internal combustion engine 32. The engine ECU 30 can change the torque generated by the internal combustion engine 32 by driving the engine actuator 31. The torque generated by the internal combustion engine 32 is transmitted to a drive wheel (not shown) via a transmission (not shown). Therefore, the engine ECU 30 can control the driving force of the vehicle and change the acceleration state (acceleration) by controlling the engine actuator 31.

The brake ECU 40 is connected to the brake actuator 41. The brake actuator 41 is provided in a hydraulic circuit between a master cylinder (not shown) that pressurizes hydraulic oil by the pedaling force of the brake pedal 12a and a friction brake mechanism 42 provided on the left and right front and rear wheels. The brake actuator 41 adjusts the hydraulic pressure supplied to the wheel cylinder built in the brake caliper 42b of the friction brake mechanism 42 in response to an instruction from the brake ECU 40. When the wheel cylinder is operated by the hydraulic pressure, the brake pad is pressed against the brake disc 42a and a friction braking force is generated. Therefore, the brake ECU 40 can control the braking force of the vehicle and change the acceleration state (deceleration, that is, negative acceleration) by controlling the brake actuator 41.

The meter ECU 50 is connected to the display 51. The display 51 is a multi-information display provided in front of the driver's seat. The display 51 displays various information in addition to displaying measured values such as vehicle speed SPD and engine rotation speed. A head-up display may be adopted as the display 51.

The communication ECU 60 is configured to be able to transmit and receive information to and from the cloud server 70 through wireless communication. The communication ECU 60 transmits information about the position Pnow of the own vehicle and information about the vehicle speed SPD to the cloud server 70. Then, as described below, the communication ECU 60 receives the running state information regarding the running state of other vehicles existing in the vicinity of the own vehicle from the cloud server 70, and also receives the traffic jam information regarding the traffic jam around the own vehicle. do.

The cloud server 70 receives information on the position of each vehicle and information on the vehicle speed of each vehicle from many vehicles. When the cloud server 70 receives this information from a certain vehicle (hereinafter referred to as "target vehicle"), the cloud server 70 identifies another vehicle existing within a predetermined range around the target vehicle. The other vehicle specified here is another vehicle traveling on the same road as the target vehicle and existing within a predetermined distance range from the target vehicle (hereinafter, referred to as "peripheral other vehicle"). The cloud server 70 calculates the average vehicle speed Wave of other vehicles in the vicinity. The cloud server 70 transmits the calculated average vehicle speed Wave to the target vehicle as running state information of other peripheral vehicles existing in the vicinity of the target vehicle. The communication ECU 60 receives the traveling state information of other peripheral vehicles transmitted in this way.

Further, the cloud server 70 specifies a section of the road where the vehicle speed of the vehicle is equal to or less than a predetermined congestion determination threshold value (for example, 20 km / h). This section is called a "traffic jam section". The cloud server 70 transmits information about a traffic jam section around the target vehicle as traffic jam information to the target vehicle. The communication ECU 60 receives the traffic jam information transmitted in this way.

(Following inter-vehicle distance control)
The driving support ECU 10 can execute the following inter-vehicle distance control (ACC). The following vehicle-to-vehicle distance control itself is well known (see, for example, Japanese Patent Application Laid-Open No. 2014-148293, Japanese Patent Application Laid-Open No. 2006-315491, Japanese Patent No. 4172434, Japanese Patent No. 4929777, etc.). Therefore, a brief description will be given below. ACC includes two types of control, control of a constant speed running mode and control of a following running mode.

The control of the constant speed driving mode is a control for driving the vehicle at a constant speed according to a set vehicle speed (target vehicle speed) Vset without requiring a driver's accelerator pedal operation.

When the ACC switch 16 is turned on, if there is no preceding vehicle, the driving support ECU 10 executes control of the constant speed traveling mode. That is, the driving support ECU 10 determines the target acceleration Gtgt based on the set vehicle speed Vset and the vehicle speed SPD so that the vehicle speed SPD of the vehicle matches the set vehicle speed Vset. The driving support ECU 10 sets the target acceleration Gtgt to "0" if the current vehicle speed SPD matches the set vehicle speed Vset. The driving support ECU 10 increases the target acceleration Gtgt when the set vehicle speed Vset is higher than the vehicle speed SPD. The driving support ECU 10 reduces the target acceleration Gtgt when the set vehicle speed Vset is lower than the vehicle speed SPD.

Then, the driving support ECU 10 controls the engine actuator 31 by using the engine ECU 30 so that the acceleration of the vehicle matches the target acceleration Gtgt (so that the vehicle travels according to the target acceleration Gtgt), and brakes as necessary. The brake actuator 41 is controlled by using the ECU 40.

The control of the follow-up travel mode is a control in which the vehicle is driven so as to follow the preceding vehicle while maintaining the inter-vehicle distance with the preceding vehicle at the set inter-vehicle distance Dset.

When the ACC switch 16 is turned on, if there is a preceding vehicle, the driving support ECU 10 executes control of the follow-up travel mode. In this case, the driving support ECU 10 selects the tracking target vehicle based on the target information acquired by the surrounding sensor 15. Further, the driving support ECU 10 calculates the target acceleration Gtgt according to any of the following equations (1) and (2). In the equations (1) and (2), Vfx (a) is the relative speed of the vehicle (a) to be followed, and k1 and k2 are predetermined positive gains (coefficients). ΔD1 is an inter-vehicle distance deviation (= Dfx (a) -Dset) obtained by subtracting the set inter-vehicle distance Dset from the inter-vehicle distance Dfx (a) of the tracking target vehicle (a). The set inter-vehicle distance Dset may be calculated by multiplying the set inter-vehicle time by the vehicle speed SPD of the own vehicle (that is, Dset = Ttgt · SPD).

When the value (k1, ΔD1 + k2, Vfx (a)) is positive or “0”, the driving support ECU 10 determines the target acceleration Gtgt using the following equation (1). ka1 is a positive gain (coefficient) for acceleration, and is set to a value of "1" or less.
When the value (k1, ΔD1 + k2, Vfx (a)) is negative, the driving support ECU 10 determines the target acceleration Gtgt using the following equation (2). kd1 is a deceleration gain (coefficient) and is set to "1" in this example.
Gtgt (acceleration) = ka1 · (k1 · ΔD1 + k2 · Vfx (a)) ... (1)
Gtgt (deceleration) = kd1 · (k1 · ΔD1 + k2 · Vfx (a)) ... (2)

Then, the driving support ECU 10 controls the engine actuator 31 by using the engine ECU 30 so that the acceleration of the vehicle matches the target acceleration Gtgt (so that the vehicle travels according to the target acceleration Gtgt), and brakes as necessary. The brake actuator 41 is controlled by using the ECU 40.

(Outline of operation of this implementation device)
Next, the operation of the present implementation device will be described. When the execution device is executing the control of the constant speed mode, the present implementation device receives the information of the average vehicle speed Wave of other vehicles in the vicinity from the cloud server 70. When the current set vehicle speed Vset is larger than the average vehicle speed Wave (when the proposed conditions described later are satisfied), the present implementation device makes a proposal to the driver to decelerate the set vehicle speed Vset. When approving the proposal, the driver presses the approval switch 18. As a result, the set vehicle speed Vset is decelerated. On the other hand, if the driver does not press the approval switch 18, the current set vehicle speed Vset is maintained. According to the present implementation device, not only other vehicles existing in the vicinity of the own vehicle (that is, other vehicles existing in the detectable range of the surrounding sensor 15), but also many other vehicles existing on the road on which the own vehicle is traveling. The set vehicle speed Vset can be changed in consideration of the vehicle situation.

Further, the present implementing apparatus receives information on the congested section from the cloud server 70 when the control of the follow-up travel mode is being executed. The present implementation device has a magnitude of target acceleration Gtgt (acceleration) in the follow-up driving mode when the own vehicle is approaching the congested section or is located in the congested section (when the acceleration suppression condition described later is satisfied). To make it smaller. According to the present implementation device, the magnitude of the target acceleration Gtgt (acceleration) in the follow-up travel mode can be changed in consideration of the traffic congestion condition of the road on which the own vehicle is traveling.

(Specific operation of this implementation device)
Next, the specific operation of the operation support ECU 10 will be described with reference to FIGS. 2 and 3. The CPU 101 of the driving support ECU 10 (hereinafter, simply referred to as “CPU”) executes the routine shown in FIG. 2 every time a predetermined time elapses.

Therefore, at a predetermined timing, the CPU starts the process from step 200 in FIG. 2 and proceeds to step 201 to determine whether or not the control of the constant speed traveling mode in the ACC is being executed. When the control of the constant speed running mode is not executed, the CPU determines "No" in step 201, directly proceeds to step 295, and temporarily ends this routine.

On the other hand, when the control of the constant speed running mode is being executed, the CPU determines "Yes" in step 201 and proceeds to step 202, and the average of other vehicles in the vicinity from the cloud server 70 via the communication ECU 60. Receive information about vehicle speed Wave.

Next, in step 203, the CPU determines whether or not the predetermined proposed condition is satisfied. The proposed condition is satisfied when the difference (Vset-Vave) between the current set vehicle speed Vset and the average vehicle speed Vave is equal to or greater than a predetermined threshold value Vth. The threshold value Vth is a positive value.

Now, as shown in FIG. 4, the own vehicle SV is traveling on the highway 401, and the other vehicles OB1, OB2, and OB3 are traveling in front of the own vehicle SV on the highway 401. The other vehicles OB1, OB2 and OB3 correspond to the above-mentioned "peripheral other vehicles". The other vehicle OB1 is another vehicle that is traveling on the same lane as the own vehicle SV but exists outside the detectable range of the surrounding sensor 15. Therefore, the CPU determines that the preceding vehicle does not exist, and executes the control of the constant speed traveling mode. Further, since the average vehicle speed Wave of the other vehicles OB1, OB2 and OB3 is relatively small, it is assumed that the difference (Vset-Vave) between the currently set vehicle speed Vset and the average vehicle speed Vave is equal to or more than a predetermined threshold value Vth.

In this case, since the above-mentioned proposal condition is satisfied, the CPU determines "Yes" in step 203, proceeds to step 204, and proposes deceleration of the set vehicle speed Vset via the display 51. Specifically, the CPU displays a message or display on the display 51 proposing to change the currently set vehicle speed Vset to the average vehicle speed Wave. In addition to or in addition to the notification by the display 51, the CPU may utter the above-mentioned message to a speaker (not shown).

Next, the CPU proceeds to step 205 and determines whether or not the approval switch 18 is pressed. When the approval switch 18 is pressed, the CPU sequentially performs the processes of steps 207 to 209 described below. After that, the CPU proceeds to step 295 and temporarily ends this routine.

Step 207: The CPU changes the set vehicle speed Vset to the average vehicle speed Wave (that is, Vset ← Wave).
Step 208: The CPU calculates the target acceleration Gtgt based on the set vehicle speed Vset and the current vehicle speed SPD.
Step 209: The CPU executes the driving force of the vehicle by using the engine ECU 30 and controls the braking force of the vehicle by using the brake ECU 40 so that the acceleration of the vehicle matches the target acceleration Gtgt.

On the other hand, if the approval switch 18 is not pressed in step 205, the CPU determines "No" in step 205 and proceeds to step 206. In step 206, the CPU determines whether or not the predetermined rejection condition is satisfied. The rejection condition is satisfied when the elapsed time Tep from the time when the proposal for deceleration of the set vehicle speed Vset is made in step 204 becomes equal to or greater than the predetermined time threshold Tth. If the rejection condition is not satisfied, the CPU determines "No" in step 206 and returns to step 205.

It is assumed that the above-mentioned elapsed time Tep becomes equal to or higher than a predetermined time threshold value Tth while the CPU repeatedly executes the determination of "No" in step 205 and the determination of "No" in step 206. In this case, the CPU determines "Yes" in step 206, and executes the processes of step 208 and step 209 in order as described above. Then, the CPU proceeds to step 295 and temporarily ends this routine. Therefore, in this case, the control of the constant speed traveling mode is executed while the set vehicle speed Vset is maintained at the current value.

If the proposed condition is not satisfied when the CPU advances to step 203, the CPU determines "No" in step 203 and executes the processes of step 208 and step 209 in order as described above. Then, the CPU proceeds to step 295 and temporarily ends this routine.

Further, the CPU executes the routine shown in FIG. 3 every time a predetermined time elapses.

Therefore, at a predetermined timing, the CPU starts the process from step 300 in FIG. 3 and proceeds to step 301 to determine whether or not the control of the follow-up travel mode in the ACC is being executed. If the control of the follow-up travel mode is not executed, the CPU determines "No" in step 301, directly proceeds to step 395, and temporarily ends this routine.

On the other hand, when the control of the follow-up travel mode is being executed, the CPU determines "Yes" in step 301, and sequentially performs the processes of steps 302 and 303 described below. After that, the CPU proceeds to step 304.

Step 302: The CPU receives information about a traffic jam section around the own vehicle from the cloud server 70 via the communication ECU 60.
Step 303: The CPU calculates the target acceleration Gtgt according to any one of the above equations (1) and (2).

Next, in step 304, the CPU determines whether or not the predetermined acceleration suppression condition is satisfied. The acceleration suppression condition is satisfied when any one of the conditions A1 and A2 described below is satisfied.
(Condition A1): The own vehicle is approaching a congested section. Specifically, the distance between the own vehicle and the congested section is equal to or less than the predetermined distance threshold value Dth.
(Condition A2): The own vehicle is located in the congested section.

Now, as shown in FIG. 5, it is assumed that the own vehicle SV is traveling on the highway 501 and the own vehicle SV is located in the congested section Scrd. In this case, since the above-mentioned acceleration suppression condition is satisfied, the CPU determines "Yes" in step 304 and proceeds to step 305 to determine whether the vehicle is about to be accelerated (that is, the target according to the above-mentioned equation (1)). It is determined whether or not the acceleration Gtgt (acceleration) has been calculated).

It is assumed that the target acceleration Gtgt (acceleration) is calculated in step 303. In this case, the CPU determines "Yes" in step 305, and sequentially performs the processes of steps 306 and 307 described below. After that, the CPU proceeds to step 395 and temporarily ends this routine.

Step 306: The CPU sets a value decelerated by a predetermined value ΔG from the current target acceleration Gtgt (acceleration) as the target acceleration Gtgt (acceleration) (that is, Gtgt (acceleration) ← Gtgt (acceleration) −ΔG).
Step 307: The engine ECU 30 is used to execute the driving force of the vehicle, and the brake ECU 40 is used to control the braking force of the vehicle so that the acceleration of the vehicle matches the target acceleration Gtgt.

If the acceleration suppression condition is not satisfied when the CPU advances to step 304, the CPU determines "No" in that step 304 and executes the process of step 307 as described above. After that, the CPU proceeds to step 395 and temporarily ends this routine.

Further, when it is determined that the target acceleration Gtgt (acceleration) is not calculated when the CPU advances to step 305 (that is, the target acceleration Gtgt (deceleration) is calculated by the above equation (2)), the CPU Determines "No" in step 305, and executes the process of step 307 as described above. After that, the CPU proceeds to step 395 and temporarily ends this routine.

As described above, the present implementation device receives the average vehicle speed Wave of other vehicles in the vicinity from the cloud server 70 when the control of the constant speed mode is being executed. The present implementation device proposes to the driver to change the set vehicle speed Vset to the average vehicle speed Vave when the difference (Vset-Vave) between the current set vehicle speed Vset and the average vehicle speed Vave is equal to or higher than a predetermined threshold value Vth. .. When approving the proposal, the driver presses the approval switch 18. As a result, the set vehicle speed Vset is set to the average vehicle speed Wave. On the other hand, if the driver does not press the approval switch 18, the current set vehicle speed Vset is maintained. According to the present implementation device, not only other vehicles existing in the vicinity of the own vehicle (that is, other vehicles existing in the detectable range of the surrounding sensor 15), but also many other vehicles existing on the road on which the own vehicle is traveling. The set vehicle speed Vset can be changed in consideration of the situation of the vehicle (other vehicles OB1, OB2 and OB3 in FIG. 4). Therefore, this implementing device can be changed to a more appropriate set vehicle speed Vset as compared with the conventional device.

Further, the present implementing apparatus receives information on the congested section from the cloud server 70 when the control of the follow-up travel mode is being executed. The present implementation device determines the magnitude of the target acceleration Gtgt (acceleration) in the follow-up driving mode when the acceleration suppression condition that is satisfied when the own vehicle is approaching the congested section or is located in the congested section is satisfied. , Make it smaller than when the acceleration suppression condition is not satisfied. According to the present implementation device, the magnitude of the target acceleration Gtgt (acceleration) in the follow-up travel mode can be changed in consideration of the traffic congestion condition of the road on which the own vehicle is traveling.

When the road is congested, even if the preceding vehicle starts, the preceding vehicle may immediately decelerate or stop. Therefore, if the own vehicle is started or accelerated at the normal acceleration in the control of the follow-up travel mode, the own vehicle may excessively approach the preceding vehicle. On the other hand, according to the present implementation device, the acceleration when the own vehicle is accelerated following the preceding vehicle (that is, the target acceleration Gtgt (acceleration)) is suppressed, so that the own vehicle excessively approaches the preceding vehicle. The possibility of doing so can be reduced.

The present invention is not limited to the above embodiment, and various modifications can be adopted within the scope of the present invention.

(Modification 1)
As described above, the control of the follow-up travel mode in the ACC is a control of following the preceding vehicle at a speed equal to or lower than the set vehicle speed Vset while maintaining the inter-vehicle distance with the preceding vehicle at the set inter-vehicle distance Dset. Therefore, the routine of FIG. 2 may be applied when the control of the follow-up travel mode is executed. If the proposal for deceleration of the set vehicle speed Vset is approved, the vehicle follows the preceding vehicle while maintaining the set inter-vehicle distance Dset at a speed equal to or lower than the changed set vehicle speed (Vset-ΔV).

(Modification 2)
The driving support ECU 10 may receive the vehicle speeds of other vehicles in the vicinity from the cloud server 70 in step 202 of the routine of FIG. In this case, the CPU may calculate the average vehicle speed Wave from the received vehicle speeds of other vehicles in the vicinity.

(Modification 3)
The driving support ECU 10 may receive the vehicle speeds of other vehicles in the vicinity from the cloud server 70 in step 302 of the routine of FIG. In this case, in step 304, when all the vehicle speeds of other vehicles in the vicinity are equal to or less than a predetermined congestion determination threshold value (for example, 20 km / h), the driving support ECU 10 satisfies the acceleration suppression condition (that is, the own vehicle). It may be determined that it is located within the congested section).

(Modification example 4)
The rejection condition in step 206 of the routine of FIG. 2 is not limited to the above example. The vehicle may be equipped with a rejection switch for rejecting the proposal. In this case, the CPU determines that the rejection condition is satisfied when the rejection switch is pressed. As another example, the CPU determines that the rejection condition is satisfied when the mileage of the vehicle from the time when the deceleration of the set vehicle speed Vset is proposed in step 204 becomes equal to or more than the predetermined mileage threshold value. May be good.

10 ... Driving support ECU, 20 ... Navigation ECU, 30 ... Engine ECU, 40 ... Brake ECU, 50 ... Meter ECU, 60 ... Communication ECU, 70 ... Cloud server.

Claims (1)

Constant speed control that causes the own vehicle to travel at a constant speed according to the target speed, and follow-up travel control that causes the own vehicle to follow the preceding vehicle while maintaining the inter-vehicle distance between the own vehicle and the preceding vehicle at the target inter-vehicle distance. With the vehicle driving control unit that executes
A communication unit that receives running state information about the running state of another vehicle existing around the own vehicle and traffic jam information about the traffic jam around the own vehicle.
A notification unit that notifies the driver of the proposal for deceleration of the target speed, and
An operating unit operated by the driver to approve the proposal,
Equipped with
When the vehicle travel control unit is executing the constant speed control,
Based on the traveling state information, it is determined whether or not the current target speed is larger than the speed of the other vehicle.
When the current target speed is larger than the speed of the other vehicle, the proposal is made via the notification unit.
It is configured to slow down the target speed when the proposal is approved by the driver's operation on the control unit.
Further, when the vehicle travel control unit is executing the follow-up travel control,
Based on the traffic jam information, one of the first condition that the own vehicle is approaching the traffic jam section and the second condition that the vehicle is located in the traffic jam section is added as a condition for establishment. Judging whether the speed suppression condition is satisfied,
A vehicle travel control device configured to reduce the magnitude of the target acceleration for accelerating the own vehicle when the acceleration suppression condition is satisfied as compared with the case where the acceleration suppression condition is not satisfied.

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