JP2017056805A - Vehicle control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control apparatus capable of accurately selecting a candidate vehicle to be identified as a communication-tracking target vehicle from among plural communication vehicles.SOLUTION: A vehicle control apparatus, for use in identifying a communication-tracking target vehicle from among one or more other vehicles and causing a vehicle itself to travel by following the identified communication-tracking target vehicle, performs: extracting, as a speed similarity candidate vehicle, another vehicle of which a degree of similarity between a speed of a preceding vehicle traveling immediately ahead of the vehicle itself and a speed of the other vehicle obtained through wireless communication is equal to or higher than a given degree of similarity; calculating, as an inter-two-position distance, a distance between a position of the preceding vehicle and that of the speed similarity candidate vehicle obtained through wireless communication; and determining that, among the speed similarity candidate vehicles, a speed similarity candidate vehicle of which the inter-two-position distance is longer than a threshold distance is not a communication-tracking target vehicle, the threshold distance having been set proportionately longer as a degree of GPS position reliability determined on the basis of a degree of reliability in accuracy of the position of the vehicle itself and that of the speed similarity candidate vehicle is lower.SELECTED DRAWING: Figure 7

Description

  The present invention travels in the vicinity of the host vehicle and travels immediately before the host vehicle from other vehicles (hereinafter referred to as “communication vehicles”) that perform wireless communication (inter-vehicle communication) with the host vehicle. The present invention relates to a vehicle control apparatus that specifies a vehicle (communication follow-up target vehicle) that the host vehicle should follow while using information transmitted by wireless communication, and causes the host vehicle to follow the communication follow-up target vehicle.

  Patent Document 1 discloses a vehicle that controls the acceleration of the host vehicle so that the host vehicle follows the communication target vehicle (preceding vehicle) based on information about the acceleration of the communication target vehicle (preceding vehicle) received by wireless communication. A control device (hereinafter referred to as “first conventional device”) is described.

  In order for the first conventional apparatus to follow the vehicle following the communication follow-up target vehicle (preceding vehicle), it is captured (detected) by the own vehicle radar sensor from a plurality of communication vehicles that transmit information by wireless communication. It is necessary to identify the preceding vehicle as a vehicle subject to communication follow-up. An apparatus for performing this specification (hereinafter referred to as “second conventional apparatus”) is described in Patent Document 2.

  The second conventional device is based on data transmitted from a plurality of communication vehicles by wireless communication, and a relative position (hereinafter referred to as “communication acquisition relative position”) and relative between each communication vehicle and the own vehicle. The speed (hereinafter referred to as “communication acquisition relative speed”) is acquired. Furthermore, the second conventional apparatus is based on the detection signal of the own vehicle radar sensor, and the relative position (hereinafter referred to as “radar detection relative position”) and relative speed (hereinafter referred to as “radar detection relative position”) between each communication vehicle and the own vehicle. "Radar detection relative speed").

  In the second conventional apparatus, the deviation (relative position deviation) between the communication acquisition relative position and the radar detection relative position is within a predetermined range, and the deviation (relative speed deviation) between the communication acquisition relative speed and the radar detection relative speed is within a predetermined range. If a single communication vehicle is extracted, the communication vehicle is specified as a communication follow-up target vehicle. If there are a plurality of extracted communication vehicles, the relative position among the communication vehicles is extracted. A communication vehicle having the smallest deviation and relative speed deviation is identified as a communication follow-up target vehicle.

Japanese Patent Laying-Open No. 2015-51716 JP 2011-221653 A

  By the way, the following methods are known as methods for extracting “candidates of communication vehicles to be specified as communication follow-up target vehicles” (hereinafter referred to as “candidate vehicles”) from a plurality of communication vehicles. ing. That is, the speed of the preceding vehicle is calculated based on “the relative speed between the preceding vehicle and the own vehicle acquired based on the detection signal of the own vehicle radar sensor” and “the speed of the own vehicle”. A method is known in which the speed of each communication vehicle transmitted by wireless communication is compared, and a communication vehicle showing a speed change similar to the speed change of the preceding vehicle is extracted as a candidate vehicle.

  According to this method, as described above, candidate vehicles are extracted by comparing the speed of the preceding vehicle and the speed of each communication vehicle. In other words, candidate cars are extracted using only the speed. Certainly, when the communication vehicle is a preceding vehicle, the change in the speed of the communication vehicle is very similar to the change in the speed of the preceding vehicle. However, for example, even when the communication vehicle is a vehicle that is traveling immediately before the preceding vehicle (the first vehicle), the change in the speed of the communication vehicle and the change in the speed of the preceding vehicle may be very similar. is there. Therefore, when a candidate vehicle is extracted using only the vehicle speed, a communication vehicle that has a relatively low possibility of being a preceding vehicle may be extracted as a candidate vehicle.

  The present invention has been made to address the above-described problems. That is, one of the objects of the present invention is a vehicle control device (hereinafter referred to as “the present invention”) that can accurately extract candidates (candidate vehicles) to be specified as communication follow-up target vehicles from a plurality of communication vehicles. It is referred to as “apparatus”.).

The device of the present invention
GPS means (70) for acquiring GPS information including the own vehicle position, which is the position of the own vehicle (10), and the reliability (Rj) of the own vehicle position;
Own vehicle speed detecting means (42, 40) for detecting the own vehicle speed which is the speed of the own vehicle;
Relative information acquisition means (61, 60) for acquiring information on the relative position and relative speed of the preceding vehicle (11) traveling immediately before the own vehicle with respect to the own vehicle;
From each of one or more other vehicles (11 to 13) existing around the host vehicle, the other vehicle position and the reliability (Rc) of the other vehicle position, which are the positions of the other vehicle, by wireless communication, Wireless means (81) for acquiring other vehicle communication information including an other vehicle speed that is a speed of each of the other vehicles and an acceleration related value related to an acceleration of each of the other vehicles.
80)
Using the vehicle position, the vehicle speed, information on the relative position and relative speed, and the other vehicle communication information, a communication follow-up target vehicle that the host vehicle should follow from among the one or more other vehicles. Identifying means (20, step 270 in FIG. 2 and routine in FIG. 7);
Travel control means for controlling the acceleration of the host vehicle based on the acceleration-related value acquired by the wireless communication from the specified communication tracking target vehicle to cause the host vehicle to follow the communication tracking target vehicle ( 20, 30, 40, the routine of FIG. 23),
It has.

  The specifying means determines another vehicle whose similarity between the preceding vehicle speed, which is the speed of the preceding vehicle calculated based on the host vehicle speed and the relative speed, and the other vehicle speed is a predetermined similarity or more as a speed similarity candidate vehicle. (Step 250 in FIG. 2 and Step 550 in FIG. 5).

  Further, the specifying means is a candidate that is the position of the preceding vehicle calculated based on the vehicle position and the relative position, and the other vehicle position included in the other vehicle communication information from the speed similar candidate vehicle. The distance between the vehicle position is calculated as a distance between two positions (dn), and among the speed similarity candidate cars, the distance between the two positions is the reliability (Rj) of the vehicle position and the speed similarity candidate. Threshold distance (Δdnmap) that becomes longer as the GPS position reliability (Rr) is determined based on the candidate vehicle reliability (Rc) that is the reliability of the other vehicle position included in the other vehicle communication information from the vehicle. It is determined that the longer speed similar candidate vehicle is not the communication follow-up target vehicle (see the case where “No” is determined in Step 730 of FIG. 7).

  Therefore, according to the present control device, even if the candidate vehicle (speed similarity candidate vehicle) has a speed similarity with respect to the speed of the preceding vehicle equal to or higher than the predetermined similarity, the position of the speed similarity candidate vehicle is the position of the preceding vehicle. If the position is relatively large, the speed similar candidate vehicle is determined not to be a communication follow-up target vehicle. In other words, even if the communication vehicle is a vehicle that is highly likely to be a preceding vehicle from the viewpoint of speed, if it is a vehicle that is unlikely to be a preceding vehicle from the viewpoint of position, that communication vehicle Is determined not to be a communication tracking target vehicle. As a result, according to the device of the present invention, the communication follow-up target vehicle can be accurately identified from among the plurality of communication vehicles.

  In the above description, in order to help the understanding of the invention, the reference numerals used in the embodiments are attached to the configuration of the invention corresponding to the embodiments in parentheses, but each component of the invention is represented by the reference numerals. It is not limited to the embodiments specified. Other objects, other features and attendant advantages of the present invention will be readily understood from the description of the embodiments of the present invention described with reference to the following drawings.

FIG. 1 is a schematic configuration diagram of a vehicle control device (communication follow-up target vehicle specifying device) according to an embodiment of the present invention. FIG. 2 is a flowchart showing a routine executed by a CPU (hereinafter simply referred to as “CPU”) of the vehicle control ECU shown in FIG. FIG. 3 is a diagram for explaining the distance between two positions. FIG. 4 is a flowchart showing a routine executed by the CPU. FIG. 5 is a flowchart showing a routine executed by the CPU. FIG. 6 is a flowchart showing a routine executed by the CPU. FIG. 7 is a flowchart showing a routine executed by the CPU. FIG. 8 is a flowchart showing a routine executed by the CPU. FIG. 9 is a flowchart showing a routine executed by the CPU. FIG. 10 is a schematic diagram showing the positional relationship between the host vehicle and other vehicles. FIG. 11 is a schematic diagram showing the positional relationship between the host vehicle and other vehicles. FIG. 12 is a flowchart showing a routine executed by the CPU. FIG. 13 is a flowchart showing a routine executed by the CPU. FIG. 14 is a flowchart showing a routine executed by the CPU. FIG. 15 is a graph showing the relationship between the fluctuation amount ΔVfr of the preceding vehicle speed and the correction coefficient k1. FIGS. 16A and 16B are graphs showing changes of the communication vehicle speed Vcb, the preceding vehicle speed Vfr, and the relative speed Vr over time. FIG. 17 is a flowchart showing a routine executed by the CPU. FIG. 18 is a graph showing changes of the communication vehicle speed Vcb and the preceding vehicle speed Vfr over time. FIG. 19 is an example of a look-up table (map) used by the vehicle control device to obtain the correction coefficient fn. FIG. 20 is a flowchart showing a routine executed by the CPU. FIG. 21 is a flowchart showing a routine executed by the CPU. FIG. 22 is a graph showing changes with time of the threshold value Pth. FIG. 23 is a flowchart showing a routine executed by the CPU.

  Hereinafter, a vehicle control device according to an embodiment of the present invention will be described with reference to the drawings. First, main terms used in the present specification, drawings, and claims will be described.

・ Own vehicle: Own vehicle (vehicle of interest)
・ Other vehicles: Vehicles other than the own vehicle ・ Previous vehicles: Other vehicles traveling in front of the own vehicle captured by the sensors (own vehicle radar sensor, relative information acquisition means) provided by the own vehicle / other vehicle communication information : Your vehicle acquires information from other vehicles via wireless communication (vehicle-to-vehicle communication) / communication vehicles: Other vehicles that transmit other vehicle communication information / vehicles subject to communication: Your vehicle wirelessly communicates The vehicle's acceleration is controlled based on the other vehicle communication information acquired through the vehicle, and therefore, the preceding vehicle / candidate vehicle to be followed by the own vehicle: a communication follow-up target vehicle candidate (communication follow-up target) Other car that may be a car)

  As will be described later, the vehicle control device according to the embodiment of the present invention includes a device that identifies a communication follow-up target vehicle from one or more other vehicles (that is, a communication follow-up target vehicle identification device). Can do. Further, the other vehicle will be described as including a vehicle control device similar to the “vehicle control device mounted on the host vehicle”.

(Constitution)
As shown in FIG. 1, the vehicle control device VC according to the embodiment of the present invention is mounted on the host vehicle 10.

  The vehicle control device VC includes a vehicle control ECU 20, an engine control ECU 30, a brake control ECU 40, a steering control ECU 50, a sensor ECU 60, a GPS device 70, and a wireless control ECU 80. These ECUs are capable of exchanging data (communicable) via a communication / sensor system CAN (Controller Area Network) 101. The ECU is an abbreviation for an electric control unit and is an electronic control circuit having a microcomputer including a CPU, a ROM, a RAM, an interface, and the like as main components. The CPU implements various functions to be described later by executing instructions stored in a memory (ROM).

  The vehicle control ECU 20 is connected to a “plurality of vehicle control sensors 21” and a CACC switch 22 other than the sensors described later, and receives signals from these sensors 21 and the switch 22.

  The CACC switch 22 is an ON-OFF switch that is operated by a passenger of the host vehicle 10. The CACC switch 22 outputs a CACC request signal when its position is set to the ON position. Note that CACC means Cooperative Adaptive Cruise Control.

  The engine control ECU 30 is connected to an accelerator operation amount sensor 31 and a plurality of other engine control sensors (not shown), and receives detection signals from these sensors.

  The accelerator operation amount sensor 31 detects an operation amount (hereinafter referred to as “accelerator operation amount”) AP of an accelerator pedal 91 as an accelerator operation element, and outputs a signal representing the accelerator operation amount AP.

  The engine control ECU 30 is connected to an engine actuator 32 such as a throttle valve actuator and a fuel injection valve. The engine control ECU 30 drives the engine actuator 32 to change the torque generated by an engine (not shown) and adjust the acceleration of the host vehicle 10.

  The brake control ECU 40 is connected to a brake operation amount sensor 41, a vehicle speed sensor 42, and a plurality of other brake control sensors (not shown), and receives detection signals from these sensors.

The brake operation amount sensor 41 detects an operation amount (hereinafter referred to as “brake operation amount”) BP of a brake pedal 93 as a brake operation element, and outputs a signal representing the brake operation amount BP.
The vehicle speed sensor 42 detects the speed of the host vehicle (own vehicle speed) Vj and outputs a signal representing the host vehicle speed Vj.

  The brake control ECU 40 is connected to a brake actuator 43 including a hydraulic control device. The brake actuator 43 is arranged in a hydraulic circuit (both not shown) between a master cylinder that pressurizes hydraulic oil by the depression force of the brake pedal 93 and a friction brake device including a well-known wheel cylinder provided on each wheel. Established. The brake actuator 43 adjusts the hydraulic pressure supplied to the wheel cylinder. The brake control ECU 40 generates a braking force on each wheel by driving the brake actuator 43 to adjust the acceleration (negative acceleration, that is, deceleration) of the vehicle 10.

  The steering control ECU 50 is connected to a steering angle sensor 51 that detects the steering angle α of the steering wheel of the host vehicle 10 and a plurality of other steering control sensors (not shown), and receives detection signals from these sensors. It has become.

  The steering control ECU 50 is connected to a steering actuator 52 which is a motor of an electric power steering device (not shown), and drives the steering actuator 52.

  The sensor ECU 60 is connected to the own vehicle radar sensor 61. The own vehicle radar sensor 61 is a well-known millimeter wave radar sensor. The own vehicle radar sensor 61 transmits a millimeter wave in front of the own vehicle 10 in accordance with an instruction from the sensor ECU 60. The millimeter wave is reflected by the preceding vehicle 11. The own vehicle radar sensor 61 receives this reflected wave.

  The sensor ECU 60 is based on the phase difference between the millimeter wave transmitted from the vehicle radar sensor 61 and the received reflected wave, the attenuation level of the reflected wave, the time from when the millimeter wave is transmitted until the reflected wave is received, and the like. The relative speed Vr, the inter-vehicle distance Dr, the lateral distance Dy (see FIG. 4), the relative azimuth θp, and the like are acquired every predetermined time. The sensor ECU 60 stores (stores) the relative speed Vr, the inter-vehicle distance Dr, the lateral distance Dy, the relative azimuth θp, and the like in the RAM in time series. The “information (data) including the relative speed Vr, the inter-vehicle distance Dr, the lateral distance Dy, the relative orientation θp, etc.” acquired by the own vehicle radar sensor 61 and the sensor ECU 60 is also referred to as “own vehicle sensor information”. Further, the inter-vehicle distance Dr and the lateral distance Dy are information relating to the relative position of the preceding vehicle 11 with respect to the host vehicle 10.

The relative speed Vr is a difference (= Vs−Vj) between the speed Vj of the host vehicle 10 and the speed Vs of the preceding vehicle 11.
The inter-vehicle distance Dr is a distance between the host vehicle 10 and the preceding vehicle 11 (see FIG. 11).
The lateral distance Dy is a distance (lateral displacement distance) of the preceding vehicle 11 in a direction orthogonal to the traveling direction of the host vehicle 10 (the traveling direction orthogonal to the host vehicle) (see FIG. 11).
The relative azimuth θp is an angle (relative azimuth) of the traveling direction of the preceding vehicle 11 with respect to the traveling direction of the host vehicle 10.

  The GPS device 70 is well-known, and based on the GPS signal transmitted from the GPS satellite, “the position where the vehicle 10 is traveling (vehicle position) Pj, the traveling direction DIRj, and the reliability of the GPS signal (that is, the position) Information including accuracy reliability (Rj) (GPS information) ”is acquired every time a predetermined time elapses, and the acquired position is stored in the RAM in time series. The position of the host vehicle 10 is specified by the longitude X and the latitude Y, and the traveling direction DIRj is specified by the azimuth angle with respect to the north. The “other vehicle position (other vehicle position) Pc and the traveling direction DIRc” acquired by the other vehicle from the GPS satellite by the GPS device of the other vehicle is similarly specified.

  The wireless control ECU 80 is connected to a wireless antenna 81 for performing wireless communication (inter-vehicle communication) with other vehicles. The wireless control ECU 80 identifies information related to other vehicles (that is, other vehicle communication information) transmitted from other vehicles (the other vehicles 11 to 13 in FIG. 1), and identifies other vehicles that have transmitted the other vehicle communication information. Received every time a predetermined time elapses with the ID (other vehicle ID). The radio control ECU 80 stores information received by inter-vehicle communication in the RAM for each other vehicle ID and in time series.

The other vehicle communication information includes the following information indicating the driving state of the other vehicle (that is, the communication vehicle).
(A) The vehicle speed (communication vehicle speed) Vc of the communication vehicle acquired by the brake control ECU 40 of the communication vehicle.
(B) The position Pc of the communication vehicle acquired by the GPS device 70 of the communication vehicle.

(C) The vehicle control ECU 20 of the communication vehicle when the vehicle control device of the communication vehicle is not executing any of “coordinated follow-up running control (CACC) and inter-vehicle distance control (ACC: Adaptive Cruise Control)” described later. Is the required acceleration Gc of the communication vehicle calculated based on the “accelerator operation amount AP and brake operation amount BP” of the communication vehicle.
(D) When the vehicle control device of a communication vehicle is executing any one of the “coordinated follow-up running control and the inter-vehicle distance control”, the calculation is performed to perform the control (request to the communication vehicle) Required acceleration Gc which is acceleration.
(E) The actual acceleration Ga (= dVc / dt) of the communication vehicle acquired by time-differentiating the vehicle speed (other vehicle speed) Vc of the communication vehicle by the vehicle control ECU 20 of the communication vehicle.

  The radio control ECU 80 transmits (transmits) the other vehicle communication information about the host vehicle 10 to the outside for a subsequent vehicle (a vehicle traveling behind the host vehicle 10) every time a predetermined time elapses. It is like that.

(Identification of vehicles subject to communication follow-up)
Next, identification of the communication follow-up target vehicle by this control apparatus will be described with reference to the flowcharts shown in FIGS. The CPU (hereinafter simply referred to as “CPU”) of the vehicle control ECU 20 of the present control device executes the routine shown by the flowchart in FIG. 2 every time a predetermined time elapses.

  Accordingly, when the predetermined timing comes, the CPU starts the process from step 200 in FIG. 2 and proceeds to step 210, executes the routine shown by the flowchart in FIG. (Hereinafter referred to as “position-based candidate vehicles”) ”. In this routine, the position of the preceding vehicle is generally compared with the position of each communication vehicle, and a communication vehicle at a position relatively close to the position of the preceding vehicle is extracted as a position-based candidate vehicle. Details of this routine will be described later.

  Next, the CPU proceeds to step 220 and, as shown in FIG. 3, “the distance between the preceding vehicle RV acquired by the sensor ECU 60 and the host vehicle 10 and the position of the host vehicle 10 acquired by the GPS device 70. The distance between the position Pr of the preceding vehicle RV calculated based on “the position Pc of the communication vehicle CV acquired by the GPS device of the communication vehicle CV and transmitted to the host vehicle 10” (hereinafter referred to as “two This is referred to as “distance between positions.”) Dn is calculated, and the calculated distance dn between the two positions is associated with each communication vehicle CV and stored in the RAM.

  Next, the CPU proceeds to step 230 and executes the routines shown in the flowcharts in FIGS. 12 and 13 to call “candidate of communication vehicles identified as communication follow-up target vehicles” (hereinafter referred to as “speed-based candidate vehicles”). .) ”Is extracted. In this routine, the speed of the preceding vehicle is generally compared with the speed of each communication vehicle, and a communication vehicle showing a speed relatively close to the speed of the preceding vehicle is extracted as a speed-based candidate vehicle. Details of this routine will be described later.

Next, the CPU proceeds to step 240 to execute the routine shown in the flowchart of FIG. 4 and from the position-based candidate vehicle extracted in step 210 and the speed-based candidate vehicle extracted in step 230, the following two Extract candidate cars.
(1) The vehicle is a position-based candidate vehicle and a speed-based candidate vehicle, and the distance between two positions dn is the smallest among all candidate vehicles (OR set of the position-based candidate vehicle and the speed-based candidate vehicle) A candidate vehicle (hereinafter referred to as a “PVdn candidate vehicle”).
(2) Although the distance dn between the two positions is not minimum, it is a position-based candidate vehicle, is a speed-based candidate vehicle, and has a maximum speed similarity g among all candidate vehicles ( Hereinafter referred to as “PVg candidate vehicle”.)

  The speed similarity g is similar to the similarity g11 calculated in step 1306 of the routine of FIG. 13 executed in step 230 of FIG. 2, and the similarity g21 calculated in step 1309 of the routine of FIG. The value obtained by multiplication (g = g11 · g21). This speed similarity g represents the degree to which “the speed of the communication vehicle transmitted by wireless communication” is similar to “the speed of the preceding vehicle detected by the own vehicle radar sensor 61”.

  When the CPU proceeds to step 240, the CPU starts the process from step 400 of FIG. 4 and proceeds to step 410, where any one candidate vehicle among all candidate vehicles is “position-based candidate vehicle and speed-based candidate”. It is determined whether or not it is a car. If the candidate vehicle is a position-based candidate vehicle and a speed-based candidate vehicle, the CPU makes a “Yes” determination at step 410 to proceed to step 420 where the distance between two positions dn of the candidate vehicle is all candidates. Determine if it is the smallest in the car.

  When the distance dn between the two positions of the candidate vehicle is minimum, the CPU makes a “Yes” determination at step 420 and proceeds to step 430 to extract the candidate vehicle as a “PVdn candidate vehicle” and store it in the RAM. To do. Thereafter, the CPU proceeds to step 440.

  On the other hand, when the distance dn between the two positions of the candidate vehicle is not the minimum, the CPU makes a “No” determination at step 420 to directly proceed to step 440.

  When the CPU proceeds to step 440, whether or not the speed similarity g of the “candidate car determined to be a position-based candidate car and a speed-based candidate car in step 410” is the largest among all candidate cars. Determine whether. When the speed similarity g of the candidate vehicle is the maximum, the CPU makes a “Yes” determination at step 440 to proceed to step 450 to extract the candidate vehicle as a PVg candidate vehicle and store it in the RAM. Thereafter, the CPU proceeds to step 495.

  On the other hand, when the speed similarity g of the candidate vehicle is not the maximum, the CPU makes a “No” determination at step 440 to directly proceed to step 495.

  The CPU proceeds to step 250 in FIG. 2 after performing the above processing for all candidate vehicles.

When the CPU proceeds to step 250 in FIG. 2, the CPU executes the routine shown in the flowchart in FIG. 5 to extract the following two types of candidate cars from the candidate cars.
(3) Although it is not a position-based candidate vehicle, it is a speed-based candidate vehicle and the distance between two positions dn is the smallest among all candidate vehicles (OR set of position-based candidate vehicles and speed-based candidate vehicles) A candidate vehicle (hereinafter referred to as a “Vdn candidate vehicle”).
(4) It is not a position-based candidate vehicle, and the distance dn between two positions is not the smallest among all candidate vehicles, but is a speed-based candidate vehicle and has a speed similarity g among all candidate vehicles. The largest candidate vehicle (hereinafter referred to as “Vg candidate vehicle”).

  When the CPU proceeds to step 250, the CPU starts the process from step 500 in FIG. 5 and proceeds to step 510, and whether or not any one candidate vehicle among all candidate vehicles is a “speed-based candidate vehicle”. Determine. If the candidate vehicle is a “speed-based candidate vehicle”, the CPU makes a “Yes” determination at step 510 to proceed to step 520, where the distance dn between the two positions of the candidate vehicle is the smallest among all candidate vehicles. It is determined whether or not.

  When the distance dn between the two positions of the candidate vehicle is minimum, the CPU makes a “Yes” determination at step 520 to proceed to step 530 to extract the candidate vehicle as a “Vdn candidate vehicle” and store it in the RAM. To do. Thereafter, the CPU proceeds to step 540.

  On the other hand, when the distance dn between the two positions of the candidate vehicle is not the minimum, the CPU makes a “No” determination at step 520 to directly proceed to step 540.

  When the CPU proceeds to step 540, it is determined whether or not the speed similarity g of “the candidate vehicle determined to be a speed-based candidate vehicle in step 510” is the maximum among all candidate vehicles. When the speed similarity g of the candidate vehicle is the maximum, the CPU makes a “Yes” determination at step 540 to proceed to step 550, where the candidate vehicle is extracted as a Vg candidate vehicle and stored in the RAM. Thereafter, the CPU proceeds to step 595.

  On the other hand, when the speed similarity g of the candidate vehicle is not the maximum, the CPU makes a “No” determination at step 540 to directly proceed to step 595.

  The CPU proceeds to step 260 in FIG. 2 after performing the above processing for all candidate vehicles.

When the CPU proceeds to step 260 in FIG. 2, the CPU executes the routine shown in the flowchart in FIG. 6 and extracts the following two types of candidate cars from the candidate cars.
(5) Although it is not a speed-based candidate vehicle, it is a position-based candidate vehicle and the distance between two positions dn is the smallest among all candidate vehicles (OR set of position-based candidate vehicles and speed-based candidate vehicles) A candidate vehicle (hereinafter referred to as a “Pdn candidate vehicle”).
(6) It is not a speed-based candidate vehicle, and the distance dn between two positions is not the smallest among all candidate vehicles, but is a position-based candidate vehicle and has a speed similarity g among all candidate vehicles. The largest candidate vehicle (hereinafter referred to as “Pg candidate vehicle”) is extracted.

  When the CPU proceeds to step 260, the CPU starts the process from step 600 of FIG. 6 and proceeds to step 610, and whether or not any one candidate vehicle among all candidate vehicles is a “position-based candidate vehicle”. Determine. If the candidate vehicle is a “position-based candidate vehicle”, the CPU makes a “Yes” determination at step 610 to proceed to step 620, where the distance dn between the two positions of the candidate vehicle is the smallest among all candidate vehicles. It is determined whether or not.

  When the distance dn between the two positions of the candidate vehicle is minimum, the CPU makes a “Yes” determination at step 620 to proceed to step 630 to extract the candidate vehicle as a “Pdn candidate vehicle” and store it in the RAM. To do. Thereafter, the CPU proceeds to step 640.

  On the other hand, when the distance dn between the two positions of the candidate vehicle is not the minimum, the CPU makes a “No” determination at step 620 to directly proceed to step 640.

  When the CPU proceeds to step 640, it is determined whether or not the speed similarity g of “candidate vehicle determined to be a position-based candidate vehicle in step 610” is the maximum among all candidate vehicles. When the speed similarity g of the candidate vehicle is the maximum, the CPU makes a “Yes” determination at step 640 to proceed to step 650 to extract the candidate vehicle as a Pg candidate vehicle and store it in the RAM. Thereafter, the CPU proceeds to step 695.

  On the other hand, when the speed similarity g of the candidate vehicle is not the maximum, the CPU makes a “No” determination at step 640 to proceed directly to step 695.

  The CPU proceeds to step 270 in FIG. 2 after performing the above processing for all candidate vehicles.

  When the CPU proceeds to step 270 in FIG. 2, the CPU executes the routine shown by the flowchart in FIG. Therefore, when the CPU proceeds to step 270, the process starts from step 700 in FIG. 7 and proceeds to step 705 to determine whether or not a PVg candidate vehicle has been extracted in step 240 in FIG.

  When the PVg candidate vehicle is extracted, the CPU makes a “Yes” determination at step 705 to proceed to step 710, where the PVg candidate vehicle is “the PVdn candidate vehicle extracted at step 240 in FIG. 2”. It is determined whether or not.

  When the PVg candidate vehicle is a PVdn candidate vehicle, the CPU proceeds to step 715 and specifies the PVg candidate vehicle (that is, the PVdn candidate vehicle) as a communication follow-up target vehicle. Thereafter, the CPU proceeds to step 295 in FIG. 2 via step 795, and once ends this routine.

  On the other hand, if the PVg candidate vehicle is not a PVdn candidate vehicle, the CPU makes a “No” determination at step 710 to proceed to step 720. Further, if there is no PVg candidate vehicle at the time when the CPU executes the process of step 705, the CPU makes a “No” determination at step 705 to proceed to step 720.

  When the CPU proceeds to step 720, the CPU determines whether or not there is a Vg candidate vehicle among the candidate vehicles. If there is a Vg candidate vehicle among the candidate vehicles, the CPU makes a “Yes” determination at step 720 to proceed to step 725 to determine whether the distance dn between the two positions of the Vg candidate vehicle is equal to or less than the threshold distance dnmap. Determine whether.

  The threshold distance dnmap is the reliability (reliability of position accuracy) Rc for the GPS signal acquired from the GPS satellite by the Vg candidate vehicle, and the reliability (reliability of position accuracy) for the GPS signal acquired by the own vehicle 10 from the GPS satellite. ) Rj and own vehicle speed Vj are obtained by applying them to the lookup table Map (min (Rc, Rj), Vj).

  In the table Map (min (Rc, Rj), Vj), the smaller one of the reliability Rc of the positional accuracy of the Vg candidate vehicle and the reliability Rj of the positional accuracy of the host vehicle 10 (hereinafter, “ Relative position reliability Rr ") is used as a parameter. The reason why the relative position reliability (GPS position reliability) Rr is also used as a parameter is as follows.

  That is, the position of the vehicle is acquired based on a signal (radio wave) received by the GPS device 70 from a GPS satellite. Accordingly, when the vehicle is traveling in a tunnel or the like and the state in which the GPS device 70 cannot effectively receive a signal (radio wave) (hereinafter referred to as “invalid reception state”) continues for a long time, the acquired vehicle The accuracy of the position of becomes low. Since the distance dn between the two positions is a parameter acquired using both the position of the Vg candidate vehicle and the position of the host vehicle 10, the position accuracy of the host vehicle 10 is low even if the position accuracy of the Vg candidate vehicle is low. However, the accuracy of the distance dn between the two positions is lowered. Therefore, in this example, a threshold distance dnmap, which is a threshold value for the distance dn between the two positions, is set on the basis of the reliability of lower position accuracy.

  Furthermore, since the accuracy of the calculated position becomes lower as the invalid reception state continues for a longer time, the reliability Rj of the position accuracy of the Vg candidate vehicle becomes smaller as the invalid reception state becomes longer. Similarly, the reliability Rj of the positional accuracy of the host vehicle 10 becomes smaller as the invalid reception state becomes longer.

  According to the table Map (min (Rc, Rj), Vj), the threshold distance dnmap is acquired as the value shown in FIG. That is, when the relative position reliability Rr is equal to or less than the predetermined value Rth, the acquired threshold distance dnmap is substantially “0”. When the relative position reliability Rr is larger than the predetermined value Rth, the acquired threshold distance dnmap is acquired as a smaller value as the relative position reliability Rr is larger, and is smaller as the speed (own vehicle speed) Vj of the own vehicle 10 is larger. Get as value.

  If the distance dn between the two positions of the Vg candidate vehicle is less than or equal to the threshold distance dnmap, the CPU makes a “Yes” determination at step 725 to proceed to step 730, where the Vg candidate vehicle is extracted “at step 250 in FIG. It is determined whether the vehicle is a “Vdn candidate vehicle”.

  If the Vg candidate vehicle is a Vdn candidate vehicle, the CPU makes a “Yes” determination at step 730 to proceed to step 735, where the Vg candidate vehicle's two-position distance dn and “second-position-to-position distance dn are the second smallest. It is determined whether or not the difference Δdn (= dn2−dn1) between the candidate vehicle and its two-position distance dn is equal to or greater than a predetermined value Δdnth.

  If the difference Δdn is greater than or equal to the predetermined value Δdnth, the CPU makes a “Yes” determination at step 735 to proceed to step 745 to identify the Vg candidate vehicle (ie, the Vdn candidate vehicle) as the communication follow-up target vehicle. Thereafter, the CPU proceeds to step 295 in FIG. 2 via step 795, and once ends this routine.

  On the other hand, if the difference Δdn is smaller than the predetermined value Δdnth, the CPU makes a “No” determination at step 735 to proceed to step 740, where the Vg candidate vehicle satisfies the “conditions of step 725 and step 730”. It is determined whether or not the time (elapsed time) T that has elapsed since is less than the predetermined time Tth.

  If the elapsed time T is equal to or longer than the predetermined time Tth at the time when the CPU executes the process of step 740, the CPU makes a “No” determination at step 740 to proceed to step 745 to follow the communication of the Vg candidate vehicle. Identify as the target vehicle. Thereafter, the CPU proceeds to step 295 in FIG.

  On the other hand, if the elapsed time T is smaller than the predetermined time Tth at the time when the CPU executes the process of step 740, the CPU makes a “Yes” determination at step 740 to proceed to step 750.

  Further, when the Vg candidate vehicle does not exist among the candidate vehicles at the time when the CPU executes the process of step 720, the CPU makes a “No” determination at step 720 to proceed to step 750.

  Furthermore, if the distance dn between the two positions of the Vg candidate vehicle is larger than the threshold distance dnmap at the time when the CPU executes the process of step 725, the CPU makes a “No” determination at step 725 to proceed to step 750.

  In addition, if the Vg candidate vehicle is not a Vdn candidate vehicle at the time when the CPU executes the process of step 730, the CPU makes a “No” determination at step 730 to proceed to step 750.

  When the CPU proceeds to step 750, the CPU determines whether there is a Pg candidate car among the candidate cars. If there is a Pg candidate vehicle among the candidate vehicles, the CPU makes a “Yes” determination at step 750 to proceed to step 755, where the Pg candidate vehicle is “Pdn candidate vehicle extracted at step 260 of FIG. Is determined.

  If the Pg candidate vehicle is a Pdn candidate vehicle, the CPU makes a “Yes” determination at step 755 to proceed to step 760 to identify the Pg candidate vehicle (ie, the Pdn candidate vehicle) as a communication follow-up target vehicle. Thereafter, the CPU proceeds to step 295 in FIG.

  On the other hand, if the PVg candidate vehicle is not a Pdn candidate vehicle at the time when the CPU executes the process of step 755, the CPU makes a “No” determination at step 755 to perform the step of FIG. Proceed to 295.

  Further, when the Pg candidate vehicle does not exist among the candidate vehicles at the time when the CPU executes the process of step 750, the CPU makes a “No” determination at step 750 and performs the step of FIG. Proceed to 295.

  As described above, the communication follow-up target vehicle (that is, the communication vehicle that is the preceding vehicle 11) can be accurately identified from the candidate vehicles.

  Next, the routine of FIG. 9 that is executed to extract the position-based candidate vehicle in step 210 of FIG. 2 will be described. When the CPU proceeds to step 210 in FIG. 2, the CPU starts the process from step 900 and sequentially performs the processes of steps 905 to 915 described below. Thereafter, the CPU proceeds to step 920.

Step 905: The CPU receives the latest information of other vehicle communication information from the communication vehicle (n) from the radio control ECU 80. The communication vehicle (n) means any other vehicle (n) that performs the vehicle-to-vehicle communication when the host vehicle 10 receives the other-vehicle communication information transmitted by the vehicle-to-vehicle communication. The other vehicle speed communication information includes at least the following information.
The latest position Pc (n) = (Xc, Yc) = (Xcnew, Ycnew) of the communication vehicle (n).
・ Vehicle speed (other vehicle speed) Vc of communication vehicle (n)
・ Reliability (reliability of position accuracy) Rc for GPS signals acquired by communication vehicles (n) from GPS satellites
・ Direction direction DIRc of communication vehicle (n) acquired from GPS satellite by communication vehicle (n)

Step 910: The CPU converts the position Pc of the communication vehicle (n) into a coordinate system based on the position of the host vehicle 10 and the traveling direction. More specifically, the CPU determines the traveling direction of the host vehicle 10 based on the latest position Pj (= (Xjnew, Yjnew)) of the host vehicle 10 and the position Pj (= Xjold, Yjold)). Or CPU acquires the advancing direction of the own vehicle from a GPS satellite. As shown in FIG. 10, the CPU sets the traveling direction of the host vehicle 10 as a new coordinate axis x, and sets the direction orthogonal to the traveling direction of the host vehicle 10 (ie, the x-axis direction) as a new coordinate axis y. To do. The x-axis is an axis having a value “+” in the forward direction of the host vehicle 10 and an axis having a value “−” in the backward direction of the host vehicle 10. The y-axis is an axis having a value “+” in the left direction when the forward direction of the host vehicle 10 is used as a reference, and a value “−” in the right direction when using the forward direction of the host vehicle 10 as a reference. Is the axis. By performing this coordinate conversion, the position Pj of the host vehicle 10 and the position Pc of the communication vehicle (n) are as follows.

Own vehicle position Pj = (xj, yj)
Communication vehicle (n) position Pc = (xc, yc)

  Step 915: The CPU receives the latest information on the vehicle sensor information (such as the inter-vehicle distance Dr, the lateral distance Dy, and the relative speed Vr) from the sensor ECU 60 (see FIG. 4).

  Next, in step 920, the CPU determines whether or not the host vehicle 10 is traveling at a low speed (that is, whether or not the host vehicle speed Vj is equal to or lower than a low speed determination threshold value (threshold vehicle speed) VjLo). If the host vehicle 10 is traveling at a low speed, the CPU makes a “Yes” determination at step 920 to directly proceed to step 995 to end the present routine tentatively.

  On the other hand, if the host vehicle 10 is not traveling at a low speed, the CPU makes a “No” determination at step 920 to proceed to step 925 where the relative positions of the preceding vehicle 11 and the communication vehicle (n) are substantially the same. It is determined whether or not. That is, as understood from FIG. 4, it is determined whether or not the position Pc of the communication vehicle (n) exists within the specific range A with reference to the position Pr of the preceding vehicle RV.

  More specifically, the CPU determines in step 920 whether or not both condition 1 and condition 2 described below are satisfied.

(Condition 1) The vertical position difference Δdx shown in FIG. 4 is larger than a first vertical threshold value (front threshold value) DxFth (where DxFth <0), in which the absolute value increases as the host vehicle speed Vj increases. It is smaller than a second vertical threshold value (rear threshold value) DxRth (where Dxrth> 0) that increases as the vehicle speed Vj increases. That is, the satisfaction condition of the condition 1 is that the following expression (1) is satisfied. Each variable in the equation (1) is calculated by the equations (2) to (5). The coefficients k1f, k2f, k1r, and k2r in the equations (4) and (5) are predetermined positive constants.

  As understood from the equations (4) and (5), the magnitude of the first vertical threshold (front threshold) DxFth and the magnitude of the second vertical threshold (rear threshold) DxRth are both the vehicle speed. It is set to increase in proportion to Vj. This is because when the host vehicle 10 and the preceding vehicle 11 are traveling at high speed, the communication delay time of wireless communication affects the communication vehicle vertical position DRx. It is actually difficult to accurately correct the influence of this communication delay time for any other vehicle. Therefore, the influence of the communication delay time is compensated by making the magnitude of the first vertical threshold DxFth and the magnitude of the second vertical threshold DxRth both proportional to the own vehicle speed Vj.

(Condition 2) The lateral position difference Δdy shown in FIG. 4 is less than or equal to a predetermined threshold value Dyth (a constant value). That is, the satisfaction condition of the condition 2 is that the following expression (6) is satisfied. Each variable in the equation (6) is calculated by the following equation (7).

  When both of the condition 1 and the condition 2 are satisfied, the CPU makes a “Yes” determination at step 925 (that is, determines that the relative positions are substantially the same), and proceeds to step 930 to advance the process. It is determined whether or not the speeds of the vehicle 11 and the communication vehicle (n) are substantially the same.

  More specifically, the CPU determines in step 930 whether condition 3 described below is satisfied.

  (Condition 3) The absolute value (| Vc1−Vfr |) of the difference between the speed Vc1 of the communication vehicle (n) and the speed Vfr of the preceding vehicle in the traveling direction of the host vehicle 10 is within the speed threshold Vth. It is also referred to as “own vehicle sensor-based preceding vehicle speed Vfr.” The CPU calculates the sum of the own vehicle speed Vj and the relative speed Vr as the preceding vehicle speed Vfr (Vfr = Vj + Vr). Communication in the traveling direction of the host vehicle 10 based on the traveling direction DIRj of the host vehicle 10 acquired from the GPS satellite and the “traveling direction DIRc and vehicle speed Vc” of the communication vehicle (n) received from the communication vehicle (n). The speed Vc1 of the car (n) is calculated.

If the condition 3 is satisfied, the CPU makes a “Yes” determination at step 930 (that is, determines that the speeds are substantially the same), and proceeds to step 935 to perform the following processing.
The CPU determines that the speed and the position match (substantially match) in the current determination (the processing of step 925 and step 930).
The CPU obtains the number M of times that the speed and the position are determined to match among the latest N determinations including the current determination.
Thereafter, the CPU proceeds to step 945.

In contrast, if the CPU determines “No” in either step 925 or step 930, the CPU proceeds to step 940 and performs the following processing.
The CPU determines that the speed and the position do not match in the current determination (the processing of step 925 and step 930).
The CPU obtains the number M of times that the speed and the position are determined to match among the latest N determinations including the current determination.
Thereafter, the CPU proceeds to step 945.

  Subsequently, the CPU sequentially performs the processing from step 945 to step 955 described below, and proceeds to step 960.

  Step 945: The CPU calculates the coincidence determination ratio HW (= M / N) by dividing the value M by the value N.

  Step 950: The CPU determines the reliability (reliability of position accuracy) Rc for the GPS signal acquired from the GPS satellite by the communication vehicle (n) and the reliability (position of the GPS signal acquired by the own vehicle 10 from the GPS satellite). The smaller one (min (Rc, Rj)) of the accuracy reliability) Rj is acquired as the relative position reliability Rr.

  Step 955: The CPU acquires a determination ratio threshold value HWth based on the relative position reliability Rr. More specifically, the CPU applies the “relative position reliability Rr acquired in step 950” to the lookup table MapHWth (Rr) shown in the block B1 of FIG. To decide. According to this table MapHWth (Rr), the determination ratio threshold value HWth is a constant value larger than “1” until the relative position reliability Rr becomes the first value, and the relative position reliability Rr is the first value. Until the second value is exceeded, and when the relative position reliability Rr is greater than or equal to the second value, it is determined to be a constant value smaller than “1”. Note that, as indicated by the one-dot chain line in the block B1, the determination ratio threshold value HWth is a constant value larger than “1” until the second value is reached, and the relative position reliability Rr is equal to or greater than the second value. Sometimes it may be determined to be a constant value smaller than “1”.

  Next, the CPU proceeds to step 960 to determine whether or not the coincidence determination ratio HW is greater than or equal to the determination ratio threshold HWth. When the coincidence determination ratio HW is equal to or greater than the determination ratio threshold value HWth, the CPU makes a “Yes” determination at step 960 to proceed to step 965, and based on the comparison using the speed time-series data, the communication vehicle (n) It is determined whether there is a possibility that the vehicle is a candidate vehicle for communication follow-up (hereinafter simply referred to as “candidate vehicle”). In other words, the CPU determines in step 965 whether or not the possibility that the communication vehicle (n) is a candidate vehicle is medium or higher.

  More specifically, the CPU determines in step 965 whether both of the following conditions 4 and 5 are satisfied.

(Condition 4) The first speed similarity index value e1 calculated separately according to the following equation (8) is smaller than the first similarity threshold e1th.

  The first speed similarity index value e1 is an average square error between the vehicle sensor base preceding vehicle speed Vfr and the communication vehicle speed Vc. Accordingly, the first speed similarity index value e1 is such that the vehicle sensor base preceding vehicle speed Vfr and the communication vehicle speed Vc continue to take close values in the period from the past time point (a time point before the predetermined time) to the current time point. It gets smaller. That is, the first speed similarity index value e1 is an index value (one of error statistics) indicating the degree of similarity between the vehicle sensor base preceding vehicle speed Vfr and the communication vehicle speed Vc.

上記（９）式においてｄＶｃは、通信車速度Ｖｃの最新値Ｖｃ（ｔ）と所定時間（Δｔ）前の通信車速度Ｖｃ（ｔ−Δｔ）との差（＝Ｖｃ（ｔ）−Ｖｃ（ｔ−Δｔ））である。
上記（９）式においてｄＶｆｒは、自車センサベース先行車速度Ｖｆｒの最新値Ｖｆｒ（ｔ）と所定時間（Δｔ）前の自車センサベース先行車速度Ｖｆｒ（ｔ−Δｔ）との差（＝Ｖｆｒ（ｔ）−Ｖｆｒ（ｔ−Δｔ））である。 (Condition 5) The second speed similarity index value e2 calculated separately according to the following equation (9) is smaller than the second similarity threshold e2th.

In the above equation (9), dVc is the difference between the latest value Vc (t) of the communication vehicle speed Vc and the communication vehicle speed Vc (t−Δt) before the predetermined time (Δt) (= Vc (t) −Vc (t −Δt)).
In the above equation (9), dVfr is the difference between the latest value Vfr (t) of the vehicle sensor base preceding vehicle speed Vfr and the vehicle sensor base preceding vehicle speed Vfr (t−Δt) before a predetermined time (Δt) (= Vfr (t) −Vfr (t−Δt)).

  The second speed similarity index value e2 is a normalized value of the absolute value of the difference between the change amount of the own vehicle sensor base preceding vehicle speed Vfr per predetermined time Δt and the change amount of the communication vehicle speed Vc per predetermined time Δt. is there. Therefore, the second speed similarity index value e2 becomes small when the own vehicle sensor base preceding vehicle speed Vfr and the communication vehicle speed Vc change in the same way. That is, the second speed similarity index value e2 is an index value (one of error statistics) representing the degree of similarity between the vehicle sensor base preceding vehicle speed Vfr and the communication vehicle speed Vc.

  If at least one of the condition 4 and the condition 5 is satisfied, the CPU makes a “Yes” determination at step 965 to proceed to step 970, and the communication vehicle (n) that is focused on “communication follow-up” The fact is stored in the RAM as “candidate vehicle for the target vehicle”. That is, the CPU recognizes the ID of the communication vehicle (n) as the candidate vehicle ID, and stores the ID in the “predetermined area of the RAM storing the candidate vehicle ID”.

  On the other hand, when the CPU determines “No” in at least one of step 960 and step 965, the CPU proceeds to step 975, and the communication vehicle (n) of interest is “candidate vehicle for communication follow-up target”. If not, the ID of the communication vehicle (n) is deleted from the “predetermined area of the RAM storing the ID of the candidate vehicle”.

  The CPU proceeds from step 965 to step 970 when at least one of the condition 4 and the condition 5 is satisfied, and from step 965 when neither the condition 4 nor the condition 5 is satisfied. Proceed to step 975.

  Next, the routine of FIG. 12 and FIG. 13 that is executed in order to extract the position-based candidate vehicle in step 230 of FIG. 2 will be described.

  When the CPU proceeds to step 230 in FIG. 2, the CPU executes the routine in FIG. 12 to acquire the communication vehicle speed (communication vehicle speed) Vc. Accordingly, when the CPU proceeds to step 230 in FIG. 2, the CPU starts processing from step 1200 in FIG. 12, proceeds to step 1201, and sequentially executes the processing from step 1201 to step 1204 described below. Thereafter, the CPU proceeds to step 1300 in FIG.

  Step 1201: The CPU acquires (receives) other vehicle communication information from the other vehicles 11 to 13 which are communication vehicles using the radio control ECU 80 and the radio antenna 81. The other vehicle communication information includes the communication vehicle speed Vcb of each of the other vehicles 11 to 13.

  Step 1202: The CPU acquires own vehicle sensor information using the own vehicle radar sensor 61 and the sensor ECU 60. The own vehicle sensor information includes the relative speed Vr of the preceding vehicle 11, the inter-vehicle distance Dr between the own vehicle 10 and the preceding vehicle 11, and the like. Further, the CPU calculates (calculates) the preceding vehicle speed Vfr by adding the own vehicle speed Vj and the relative speed Vr.

  Step 1203: The CPU stores the communication vehicle speed Vcb, the relative speed Vr, and the preceding vehicle speed Vfr in the RAM of the vehicle control ECU 20.

Step 1204: The CPU corrects the communication vehicle speed Vcb stored in the RAM. Specifically, the speed bias (Vb (t)) is calculated using the following formula, and the speed bias (Vb (t)) is subtracted from the communication vehicle speed Vcb stored in the RAM. The speed bias is a steady error between the own vehicle speed Vj calculated based on the signal from the vehicle speed sensor 42 and the actual (true) own vehicle speed. This error is caused by a deviation from a design value such as the tire diameter of the host vehicle 10.

Vb (t) = k * {Vcb (t-dt) -Vfr (t-dt)} + (1-k) * Vb (t-dt)
k: filter coefficient dt: calculation cycle t: current time

Hereinafter, the communication vehicle speed corrected in this manner is referred to as communication vehicle speed (communication vehicle speed after bias correction) Vc.

  Next, when the CPU proceeds to step 1295 in FIG. 12, the CPU executes the routine shown by the flowchart in FIG. 13 to identify the communication follow-up target vehicle from among a plurality of other vehicles (communication vehicles). First, the outline of the basic technical idea of the routine shown in FIG. 13 will be described.

  In steps 1306, 1309, and 1312, the CPU acquires the “similarity g1n based on the mean value H2E of mean square errors based on the communication vehicle speed Vc and the preceding vehicle speed Vfr” acquired during the processing of the flowchart of FIG. “Similarity g2n based on average value He1 of average divergence e1” and “similarity g3n based on average value Hcf of velocity correlation coefficient coef” are calculated.

  These similarities g1n, g2n, and g3n are all numerical values representing the similarity between the preceding vehicle 11 and the communication vehicle, that is, the possibility that the communication vehicle is the preceding vehicle 11. “N” is a number from 1 to 3. That is, three similarities are calculated for each of the similarities g1n, g2n, and g3n. The magnitudes of the similarities g1n, g2n, and g3n are all “0” or more and “1” or less.

  It is already known that the final preceding vehicle probability is obtained by multiplying the similarities g1n, g2n, and g3n thus obtained. That is, it has been conventionally performed to obtain the final preceding vehicle probability without considering the amount of change per certain time of the communication vehicle speed Vc and the preceding vehicle speed Vfr.

  However, the final preceding vehicle probability calculated in this manner is that the communication vehicles other than the preceding vehicle are also traveling at substantially the same constant speed, particularly when the preceding vehicle is traveling at a substantially constant speed. Then, the degree of similarity in speed between the communication vehicle other than the preceding vehicle and the preceding vehicle is increased, and thus the reliability of the final preceding vehicle probability is decreased. That is, there is a high possibility that a communication vehicle other than the preceding vehicle is erroneously recognized as the preceding vehicle.

  Therefore, in the present embodiment, in Steps 1301 to 1303 of FIG. 13, the correction coefficient (correction coefficient of the preceding vehicle probability) fn is set based on “the fluctuation amount of the communication vehicle speed Vc, the relative speed Vr, and the preceding vehicle speed Vfr”. calculate. More specifically, in steps 1301 and 1302, “the speed change amount SHn of the host vehicle 10, the preceding vehicle 11 and the communication vehicle (hereinafter simply referred to as“ speed fluctuation amount SHn ”)” and “the communication vehicle non- Pre-determined vehicle degree (not like pre-decessor vehicle) apn (hereinafter simply referred to as “non-previous vehicle degree”) ”is calculated. Then, a correction coefficient fn is calculated in step 1303 based on the speed fluctuation amount SHn and the non-preceding vehicle degree apn. Similarly to the similarities g1n, g2n, and g3n, three types of correction coefficients fn (f1, f2, and f3) are calculated.

  The correction coefficient fn is a numerical value calculated in consideration of the influence of the fluctuation amounts of the communication vehicle speed Vc, the relative speed Vr, and the preceding vehicle speed Vfr on the final preceding vehicle probability Pn, and the magnitudes thereof are all 0 or more and 1 or less. The correction coefficient fn is basically calculated so as to approach “1” as the speed fluctuation amount SHn increases, and to approach “1” as the non-first-running vehicle degree apn increases.

  In step 1313, the CPU multiplies those having the same value of n of the similarities g1n, g2n, g3n and the correction coefficient fn to calculate the final preceding vehicle probability Pn (= P1, P2, P3). Further, when the highest value among the obtained final preceding vehicle probabilities Pn exceeds a predetermined threshold value Pth, “the similarity g1n, g2n, g3n and the correction based on the final leading vehicle probability Pn are corrected. It is determined that the communication vehicle that has transmitted other vehicle communication information including the original data of the coefficient fn (communication vehicle speed Vcb and the like) is the preceding vehicle 11 ". The final preceding vehicle probability Pn is a numerical value of 0 or more and 1 or less. The closer to “1”, the higher the probability that the communication vehicle is the preceding vehicle 11, and the closer to “0” the “communication vehicle”. Represents a low probability that the vehicle is a preceding vehicle 11 ”.

  Thus, the reliability of the final preceding vehicle probability Pn calculated by the CPU in consideration of not only the similarities g1n, g2n, g3n but also the correction coefficient fn is high. In other words, the final leading vehicle probability Pn more accurately represents the probability that the communication vehicle is the leading vehicle 11 than the final leading vehicle probability calculated based only on the similarities g1n, g2n, and g3n.

  Accordingly, when the CPU determines that “the communication vehicle is the preceding vehicle 11” based on the final preceding vehicle probability Pn obtained using the correction coefficient fn and the threshold value Pth, the preceding vehicle 11 is actually the communication vehicle. The probability is high.

  The routine of FIG. 13 will be specifically described. When the predetermined timing is reached, the CPU starts the process from step 1300 and proceeds to step 1301, and executes the routine shown by the flowchart in FIG. 14 to calculate the speed fluctuation amount SHn.

  Accordingly, when the CPU proceeds to step 1301, the process starts from step 1400 in FIG. 4 and sequentially performs the processes of step 1401 and step 1402 described below. Thereafter, the CPU proceeds to step 1403.

  Step 1401: The CPU sets all preceding vehicle speeds Vfr, relative speeds Vr, and target communication vehicle speeds Vc stored in the RAM from the time when the automatic operation mode is entered until the present time. The “maximum values Vfrmax, Vrmax, and Vcmax” and “minimum values Vfrmin, Vrmin, and Vcmin} are selected from the above.

  Step 1402: The CPU, based on the maximum values Vfrmax, Vrmax, and Vcmax and the minimum values Vfrmin, Vrmin, and Vcmin, changes the preceding vehicle speed fluctuation amount ΔVfr = Vfrmax−Vfrmin, the communication vehicle speed fluctuation amount ΔVc = Vcmax−Vcmin, and the relative The speed fluctuation amount ΔVr = Vrmax−Vrmin is calculated.

  In step 1403, the CPU determines whether or not ΔVfr × k1 (ΔVfr) ≦ ΔVc is established. As will be described later, the value k1 (ΔVfr) is a correction coefficient, and is obtained by applying the fluctuation amount ΔVfr of the preceding vehicle speed to the lookup table shown in FIG.

  If the target communication vehicle is a preceding vehicle (not shown) positioned immediately before the preceding vehicle 11 and the preceding vehicle 11 that is a non-communication vehicle is performing ACC control to follow the preceding vehicle, the preceding vehicle ( It is known as an empirical fact that ΔVc of a communication vehicle is likely to be larger than ΔVfr. This is because, for example, the preceding vehicle starts to accelerate after the preceding vehicle has accelerated. That is, when ΔVfr × k1 (ΔVfr) ≦ ΔVc is established, it can be estimated that the possibility that the communication vehicle is the preceding vehicle is higher than the possibility that the communication vehicle is the preceding vehicle 11.

  However, it is empirically known that when ΔVfr is large, the CPU is less likely to misidentify a preceding vehicle that is a non-communication vehicle as a communication vehicle. Therefore, in step 1403, ΔVfr and ΔVc are not directly compared, but the correction coefficient k1 determined according to the magnitude of ΔVfr is multiplied by ΔVfr, and the magnitude relationship between this multiplied value and ΔVc is compared.

  As shown in FIG. 15, k1 = 1 when ΔVfr is a value between 0 and ΔVfr1, which is a predetermined size. However, when ΔVfr exceeds ΔVfr1, k1 gradually increases, and when ΔVfr exceeds ΔVfr2, which is a predetermined magnitude, k1 becomes a constant value greater than 1. Accordingly, in the flowchart of FIG. 14, when ΔVfr exceeds ΔVfr1 that is a predetermined magnitude, the possibility that the communication vehicle is the preceding vehicle 11 is higher than when ΔVfr1 does not exceed ΔVfr1.

  If ΔVfr × k1 (ΔVfr) ≦ ΔVc is satisfied, in other words, if the CPU determines that the communication vehicle seems to be the first vehicle based on the values of ΔVfr and ΔVc, the CPU returns “Yes” in step 1403. Determination is made and the routine proceeds to step 1404, where ΔVcinv = ΔVc−ΔVfr × k1 (ΔVfr), which is a value indicating the degree of “communication vehicle seems to be the first to travel”, is calculated. Thereafter, the CPU proceeds to step 1406.

  As shown in step 1414 described later, the flowchart of FIG. 14 finally calculates the speed fluctuation amount SHn. Furthermore, as will be described later, the value of the correction coefficient fn increases as the value of the speed fluctuation amount SHn increases. In other words, the greater the value of the speed fluctuation amount SHn, the higher the possibility that the CPU determines that “the communication vehicle is the preceding vehicle 11”.

  ΔVcinv (when selected as ΔVinv in step 1413 described later) is used in step 1414 to reduce the value of the speed fluctuation amount SHn. In other words, ΔVcinv is used to reduce the possibility that the CPU determines that the communication vehicle is the preceding vehicle 11. Therefore, the larger the value of ΔVcinv obtained in step 1404, the lower the possibility that the CPU determines that the communication vehicle is the preceding vehicle 11.

  On the other hand, if ΔVfr × k1 (ΔVfr) ≦ ΔVc is not satisfied at the time when the CPU executes the process of step 1403, the CPU makes a “No” determination at step 1403 to proceed to step 1405, and sets ΔVcinv to “ Set to “0”. Thereafter, the CPU proceeds to step 1406.

  As is clear from the above description, when ΔVcinv is set to “0” (and ΔVcinv is selected as ΔVinv in step 1413), the CPU calculates a larger value of the speed fluctuation amount SHn in step 1414. . That is, there is a high possibility that the CPU determines that the communication vehicle is the preceding vehicle 11.

  When the CPU proceeds to step 1406, “dVrmax / dt> 0 (if the current Vrmax at the time of this step 1406 is greater than the Vrmax at the time of the previous step 1406,“ dVrmax / dt> 0 ”is obtained). On the contrary, if Vrmax at the time of the current processing at this step 1406 is equal to or lower than Vrmax at the time of the previous processing at this step 1406, “dVrmax / dt> 0” is not satisfied.) ”,“ DVfr / dt> 0 ” It is determined whether or not all of “dVc / dt <0” are satisfied. When the preceding vehicle 11 accelerates and the speed of the host vehicle 10 hardly changes, “dVrmax / dt> 0” and “dVfr / dt> 0” are established. On the other hand, “dVc / dt <0” is established when the communication vehicle is decelerating. That is, when all of “dVrmax / dt> 0”, “dVfr / dt> 0”, and “dVc / dt <0” are satisfied, the sign of the acceleration of the preceding vehicle 11 (plus and minus) and the acceleration of the communication vehicle Are different from each other. Therefore, when all of “dVrmax / dt> 0”, “dVfr / dt> 0”, and “dVc / dt <0” are satisfied, it can be estimated that “the communication vehicle is not like the preceding vehicle 11”.

  If the condition of step 1406 is not satisfied when the CPU executes the process of step 1406, the CPU makes a “No” determination at step 1406 to proceed to step 1407, where “dVrmax / dt <0”, It is determined whether all of “dVfr / dt <0” and “dVc / dt> 0” are satisfied.

  When the preceding vehicle 11 decelerates and the speed of the host vehicle 10 hardly changes, “dVrmax / dt <0” and “dVfr / dt <0” are established. On the other hand, “dVc / dt> 0” is established when the communication vehicle is accelerating. That is, when all of “dVrmax / dt <0”, “dVfr / dt <0”, and “dVc / dt> 0” are satisfied, the sign of the acceleration of the preceding vehicle 11 and the sign of the acceleration of the communication vehicle are mutually Different. Therefore, even when all of “dVrmax / dt <0”, “dVfr / dt <0”, and “dVc / dt> 0” are satisfied, it can be estimated that “the communication vehicle is not like the preceding vehicle 11”.

  FIGS. 16A and 16B show changes of the “preceding vehicle speed Vfr, relative speed Vr, and communication vehicle speed Vc” assumed in steps 1406 and 1407 with the passage of time. As shown in the figure, the changes in the preceding vehicle speed Vfr, the relative speed Vr, and the communication vehicle speed Vc from time 0 to time ta in FIGS. 16 (a) and 16 (b) are the same. On the other hand, when the time ta elapses, the “preceding vehicle speed Vfr and relative speed Vr” and the “communication vehicle speed Vc” change in different ways.

  At times before the time ta in FIGS. 16A and 16B, “dVrmax / dt> 0”, “dVfr / dt> 0”, and “dVc / dt> 0”. That is, when the CPU performs the process of step 1406 at a time before time ta, it is determined as “No” in step 1406 and the process proceeds to step 1407. Further, if the CPU performs the process of step 1407 at a time before the time ta in FIGS. 16A and 16B, it is determined as “No” in step 1407 and the process proceeds to step 1409.

  On the other hand, in the example shown in FIG. 16A, when time ta elapses, “dVrmax / dt> 0”, “dVfr / dt> 0”, and “dVc / dt <0”. Therefore, when the preceding vehicle speed Vfr, the relative speed Vr, and the communication vehicle speed Vc change as shown in FIG. 16A, when the CPU performs the process of step 1406 at the time when the time ta has elapsed, the CPU determines “Yes”. And go to step 1408.

  In the example shown in FIG. 16B, when time ta elapses, “dVrmax / dt <0”, “dVfr / dt <0”, and “dVc / dt> 0” are obtained. Therefore, when the preceding vehicle speed Vfr, the relative speed Vr, and the communication vehicle speed Vc change as shown in FIG. 16B, when the CPU performs the process of step 1407 at the time when the time ta has elapsed, the CPU determines “Yes”. And go to step 1408.

  When the CPU proceeds to step 1409, the CPU initializes an “invalid counter” (ie, sets it to “0”). Thereafter, the CPU proceeds to step 1410. The invalid counter represents the degree of “the target communication vehicle is not like the preceding vehicle 11” calculated based on the determination results of step 1406 and step 1407. The degree to which the communication vehicle is not like the preceding vehicle 11 increases.

  Further, in step 1409, the CPU sets the current ΔVr as ΔVrbase. That is, ΔVr at the current time before time ta in FIGS. 16A and 16B is set as ΔVrbase. As will be described later, this ΔVrbase is used to obtain ΔVrinv in step 1411.

  On the other hand, when the CPU proceeds to step 1408, the CPU adds “1” to the “invalid counter”. Further, in step 1408, the CPU holds the previous value which is ΔVrbase obtained in step 1409 or step 1408 during the previous routine processing of FIG. 14 as ΔVrbase. Thereafter, the CPU proceeds to step 1410.

  Here, for example, when the current processing time of step 1408 is the time tb in FIGS. 16A and 16B and the previous processing time is the time ta, the previous value of ΔVrbase is ΔVr at the time ta. Further, for example, when the processing time of the current step 1408 is the time tc in FIGS. 16A and 16B and the previous processing time is the time tb, the previous value of ΔVrbase is ΔVrbase at the time tb, that is, ΔVr at time ta. That is, ΔVrbase set in step 1408 becomes ΔVr last acquired in step 1409 before time ta.

  When the CPU proceeds to step 1410, the CPU determines whether or not the number of invalid counters exceeds a predetermined threshold inv. When the number of invalid counters exceeds the threshold inv, that is, when the possibility that “the communication vehicle is not like the preceding vehicle 11” can be estimated at a certain level, the CPU makes a “Yes” determination at step 1410 to determine at step 1411. Proceed to

  In step 1411, the CPU calculates a value obtained by subtracting ΔVrbbase obtained in step 1409 or step 1408 from ΔVr at the current time as ΔVrinv. Thereafter, the CPU proceeds to step 1413.

  “ΔVrinv” is used to reduce the value of the speed fluctuation amount SHn in step 1414 in the same manner as “ΔVcinv” (when it is selected as ΔVinv in step 1413 described later). Therefore, as the value of ΔVrinv increases, the CPU finally calculates a smaller value of the speed fluctuation amount SHn in step 1414.

  For example, if the CPU performs the processing of step 1406 and step 1407 before time ta in FIGS. 16A and 16B, the CPU proceeds to step 1410 via step 1409, and “No” in step 1410. Is determined.

  As described above, in this case, the signs of the accelerations of the preceding vehicle speed Vfr and the communication vehicle speed Vc are the same. That is, since there is a possibility that the communication vehicle is actually the preceding vehicle 11, it is not necessary to reduce the value of the speed fluctuation amount SHn in step 1414. Therefore, in this case, the CPU proceeds to step 1412 to set ΔVrinv to “0”.

  On the other hand, if the CPU performs the processing of step 1406 and step 1407 after the elapse of time ta in FIGS. 16A and 16B, the CPU proceeds to step 1410 via step 1408. In this case, the CPU may determine “Yes” in step 1410. If the CPU determines “Yes”, the CPU proceeds to step 1411.

  As described above, in this case, the signs of the accelerations of the preceding vehicle speed Vfr and the communication vehicle speed Vc are different from each other. That is, the possibility that “the communication vehicle is not like the preceding vehicle 11” can be estimated at a certain level. Therefore, in step 1414, the value of the speed fluctuation amount SHn needs to be reduced. So in this case. ΔVrinv is not set to “0”. That is, the CPU calculates ΔVrinv = ΔVr−ΔVrbase in step 1411.

  However, if the current ΔVr acquired after the elapse of time ta is directly used as ΔVrbase in step 1411, ΔVrinv will be “0”. That is, it is easy for the CPU to determine that the communication vehicle is the preceding vehicle 11 even though the possibility that the communication vehicle is not like the preceding vehicle 11 can be estimated at a certain level. Therefore, in this case, the current ΔVr should not be used as ΔVrbase.

  On the other hand, in the situation before time ta, the possibility of “the communication vehicle seems to be the preceding vehicle 11” can be estimated to some extent (that is, it cannot be said that the communication vehicle is not likely to be the preceding vehicle 11). The calculated ΔVr is subtracted from the current ΔVr as ΔVrbase to calculate ΔVrinv. When ΔVrinv is calculated in this manner, it is more likely that it is determined that “the communication vehicle is the preceding vehicle 11” in step 1411 than when ΔVrbase = 0. However, since this ΔVr is ΔVr in a time zone in which the possibility that “the communication vehicle seems to be the preceding vehicle 11” can be estimated to some extent, the determination result of whether or not the communication vehicle calculated using this ΔVrinv is the preceding vehicle 11 is It is considered that there is little risk of a major departure from

  Therefore, in step 1411 in this case, Vrinv = ΔVr−ΔVrbase is acquired after setting ΔVr last acquired in step 1409 in the time zone before time ta to ΔVrbase.

  After performing the processing of step 1411 or step 1412, the CPU proceeds to step 1413, where “ΔVcinv of the immediately preceding step 1404”, “ΔVrinv of the immediately preceding step 1411”, and “ΔVinv at the time of the previous processing of step 1413”. And the one with the largest numerical value is selected as ΔVinv. This ΔVinv is used in step 1414 to reduce the value of the speed fluctuation amount SHn.

  The reason for selecting the largest numerical value in step 1413 is to make ΔVinv a large value so that the speed fluctuation amount SHn obtained in step 1414 can be made as small as possible. In other words, the possibility that the CPU erroneously determines that “the communication vehicle is the preceding vehicle 11” is reduced.

  Further, the CPU proceeds to step 1414 to calculate a value obtained by subtracting ΔVrinv from the minimum value among ΔVfr, ΔVr and ΔVc as the speed fluctuation amount SHn. Accordingly, the larger the values of ΔVfr, ΔVr, and ΔVc, the larger the speed fluctuation amount SHn, and the larger the value of ΔVrinv, the smaller the speed fluctuation amount SHn. Thereafter, the CPU proceeds to step 1302 of FIG.

  The reason why the smallest value is selected from ΔVfr, ΔVr and ΔVc in step 1414 is to make the finally calculated speed fluctuation amount SHn as small as possible. In other words, the possibility that the CPU erroneously determines that “the communication vehicle is the preceding vehicle 11” is reduced.

  Further, a subsequent vehicle (not shown) that is a vehicle that travels immediately after the host vehicle 10 performs wireless communication with the host vehicle 10 to execute CACC control, and the preceding vehicle 11 and the host vehicle 10 that are non-communication vehicles. When ΔVr is small, the speeds of the preceding vehicle 11 and the following vehicle are almost the same. In this situation, it becomes difficult for the CPU of the host vehicle 10 to distinguish between the preceding vehicle 11 and the following vehicle. Therefore, in such a situation, there is a high risk that the CPU erroneously determines that the communication vehicle (that is, the following vehicle) is the preceding vehicle 11. On the other hand, even when the following vehicle performs CACC control by communicating with the host vehicle 10, the speeds of the preceding vehicle 11 and the following vehicle are unlikely to coincide with each other when ΔVr between the host vehicle 10 and the preceding vehicle 11 is large. Therefore, when ΔVr is large, the CPU of the own vehicle 10 can easily identify the preceding vehicle 11 and the following vehicle. Therefore, in such a situation, the risk that the CPU erroneously determines that the communication vehicle (that is, the following vehicle) is the preceding vehicle 11 is low.

  In the routine shown in FIG. 14, in step 1414, ΔVr is a calculation factor of the speed fluctuation amount SHn. Therefore, when ΔVr is small, that is, when it is difficult for the CPU to distinguish between the preceding vehicle 11 and the following vehicle, the value of the speed fluctuation amount SHn calculated in step 1414 tends to be small. On the other hand, when ΔVr is large, that is, when the CPU can easily identify the preceding vehicle 11 and the following vehicle, the value of the speed fluctuation amount SHn calculated in step 1414 tends to be large.

  In this way, by using ΔVr as a calculation factor of the speed fluctuation amount SHn in step 1414, the difficulty level of distinguishing the preceding vehicle 11 and the following vehicle due to the magnitude of ΔVr is reflected in the calculated value of the speed fluctuation amount SHn. . Therefore, it is possible to reduce a possibility that the CPU erroneously determines that “the communication vehicle is not the following vehicle but the preceding vehicle 11”.

  As described above, the value of the correction coefficient fn increases (closer to “1”) as the speed fluctuation amount SHn obtained in step 1414 (step 1301) increases. In other words, the greater the value of the speed fluctuation amount SHn, the higher the possibility that it is finally determined that “the target communication vehicle is the preceding vehicle 11”.

  Conversely, the smaller the speed fluctuation amount SHn, the smaller the value of the correction coefficient fn (closer to “0”). In other words, the smaller the value of the speed fluctuation amount SHn, the lower the possibility that it is finally determined that “the target communication vehicle is the preceding vehicle 11”.

  When the CPU proceeds to step 1302 in FIG. 13, the CPU executes the routine shown in the flowchart in FIG. 17 to calculate the “non-first traveling degree apn”. Accordingly, when the CPU proceeds to step 1302, the process starts from step 1700 of FIG. 17 and proceeds to step 1701, where e1 (first index value) = | dVc−dVfr | / min (| dVc |, | dVfr |) Is calculated. Further, the CPU stores the calculated e1 in the RAM.

Here, “dVc” and “dVfr” are defined as follows.
dVc: Change amount of the communication vehicle speed Vc from the time (first time = t−t1) before the current time t by the minute time t1 to the current time (= Vc (t) −Vc (t−t1) ), See the graph of FIG.
dVfr: Change amount of the preceding vehicle speed Vfr from the time (first time = t−t1) before the current time t by the minute time t1 to the current time (= Vfr (t) −Vfr (t−t1) ), See the graph of FIG.

  This e1 indicates the degree of deviation in speed change between the preceding vehicle 11 and the communication vehicle (hereinafter simply referred to as “degree of deviation in speed change”). If the communication vehicle is the first vehicle and the preceding vehicle 11 travels following the first vehicle, it is experiential that there is a difference between the dVc of the communication vehicle speed Vc and the dVfr of the preceding vehicle speed Vfr in the same time zone. Known to. Accordingly, it can be estimated that the larger the value of the speed change divergence e1, in other words, the greater the value of | dVc−dVfr |, the “communication vehicle seems to be the first vehicle (that is, the communication vehicle is not likely to be the preceding vehicle 11)”. . On the other hand, it can be estimated that the smaller the value of the speed change divergence e1, in other words, the smaller | dVc−dVfr |, the “communication vehicle is less likely to travel first (ie, the communication vehicle is likely to be the preceding vehicle 11)”. . Note that min (| dVc |, | dVfr |) is a smaller value of | dVc | and | dVfr |, and is a value for normalizing the deviation degree e1 of the speed change.

  Next, the CPU proceeds to step 1702 to calculate e2 (second index value) = | dVc′−dVfr ′ | / min (| dVc ′ |, | dVfr ′ |). Further, the CPU stores the calculated e2 in the RAM.

Here, “dVc ′” and “dVfr ′” are respectively defined as follows.
dVc ′: a time (= second time = t−toff−t2) before the current time t and a time before the current time t by the offset time toff (= second time = t−toff−t2) The amount of change in the communication vehicle speed Vc until t-toff) (= Vc (t-toff) -Vc (t-toff-t2), see graph of FIG. 18).
dVfr ′: the amount of change in the preceding vehicle speed Vfr from the time (= t−t2) before the minute time t2 from the current time t to the current time t (= Vfr (t) −Vfr (t−t2)) See the graph of FIG.

  The minute time t2 may be different from the minute time t1, or may be the same length. In addition, the offset time toff is the time after the communication vehicle speed (first vehicle speed) Vc changes when the first vehicle is a communication vehicle and the preceding vehicle is a non-communication vehicle that follows the first vehicle by ACC control. This is a delay time (for example, 0.5 to 2 s) until the preceding vehicle speed Vfr starts to change, and is an experimentally determined value.

  This e2 also indicates the degree of deviation in speed change between the preceding vehicle 11 and the communication vehicle (hereinafter simply referred to as “degree of deviation in speed change”). If the communication vehicle is the preceding vehicle and the preceding vehicle 11 travels following the preceding vehicle, if the communication vehicle speed Vc changes by dVc 'in a certain time zone, the preceding vehicle speed Vfr is passed after the offset time toff has elapsed. It is empirically known that changes by approximately the same as dVc ′. Therefore, it can be estimated that the smaller the value of the speed change divergence e2, in other words, the closer | dVc'-dVfr '| On the other hand, it can be estimated that the larger the value of the speed change divergence e2, in other words, the larger | dVc'-dVfr '| Note that min (| dVc ′ |, | dVfr ′ |) is a smaller value of | dVc ′ | and | dVfr ′ |, and is a value for normalizing the deviation degree e2 of the speed change.

  Next, the CPU proceeds to step 1703, and acquires (counts) the speed change divergence e1 and the speed change divergence e2 currently stored in the RAM.

  Next, the CPU proceeds to step 1704 to determine whether or not the “degree of deviation e1 of the speed change calculated in the immediately preceding step 1701” is equal to or less than the “degree of deviation e2 of the speed change calculated in the immediately previous step 1702”. judge.

  As described above, it can be estimated that the smaller the value of the speed change divergence e1, the “communication vehicle is not likely to travel ahead”. In addition, it can be estimated that the larger the value of the speed change divergence e2, the “communication vehicle is not likely to travel first”. Therefore, when the deviation degree e1 of the speed change is equal to or less than the deviation degree e2 of the speed change, it can be inferred that “the communication vehicle is not likely to travel first”. On the other hand, when the deviation degree e1 of the speed change ≦ the deviation degree e2 of the speed change is not established, it can be estimated that “the communication vehicle seems to be the first car”.

  If the deviation degree e1 of the speed change is equal to or less than the deviation degree e2 of the speed change, the CPU makes a “Yes” determination at step 1704 to proceed to step 1705 to update the communication data between the host vehicle 10 and the communication vehicle. It is determined whether or not it has been done.

  When the communication data between the own vehicle 10 and the communication vehicle has been updated, the CPU makes a “Yes” determination at step 1705 to proceed to step 1706, and adds “1” to the non-first traveling vehicle degree counter. The non-preceding vehicle degree counter represents the degree of “the communication vehicle is not likely to be the first vehicle” calculated based on the deviation degree e1 of the speed change and the deviation degree e2 of the speed change. The degree of "communication vehicles are not likely to be the first to travel" increases.

  Next, the CPU proceeds to step 1707 to determine whether or not the number of speed change divergence e1 and the speed change divergence e2 (the number of buffers) stored in the RAM is equal to or greater than a predetermined value. If the number of speed change divergence e1 and speed change divergence e2 is equal to or greater than a predetermined value, a sufficient number of speed change divergence e1 and speed to determine the degree of divergence between the preceding vehicle 11 and the communication vehicle. It can be determined that the change divergence e2 has already been acquired.

  If the CPU determines “No” in either step 1704 or step 1705, the CPU directly proceeds to step 1707.

  When the number of the speed change divergence e1 and the speed change divergence e2 stored in the RAM is equal to or greater than the predetermined value, the CPU makes a “Yes” determination at step 1707 to proceed to step 1708, where the vehicle is not going ahead. Degree apn = non-first traveling vehicle degree count / buffer data number is calculated. That is, the CPU has a speed change divergence e1 ≦ speed change divergence in all the pairs of speed change divergence e1 and speed change divergence e2 acquired up to the current time. It is calculated whether there exists a pair that satisfies the condition of e2. It is possible to estimate that the communication vehicle is not likely to travel ahead as the numerical value of the non-first traveling degree apn increases.

  Thereafter, the CPU proceeds to step 1303 in FIG.

  On the other hand, if the numbers of the speed change divergence e1 and the speed change divergence e2 stored in the RAM are smaller than the predetermined values, the CPU makes a “No” determination at step 1707 to proceed to step 1709. “0” is set as the preceding vehicle degree apn. Thereafter, the CPU proceeds to step 1303 in FIG.

  The case where “No” is determined in step 1707 means that the number of the speed change divergence e1 and the speed change divergence e2 for determining the degree of divergence between the preceding vehicle 11 and the communication vehicle is insufficient. It is.

  When the CPU proceeds to step 1303 in FIG. 13, the CPU obtains the correction coefficient fn by applying the speed fluctuation amount SHn and the non-preceding vehicle degree apn calculated in step 1301 and step 1302, respectively, to the lookup table (map).

  As shown in FIG. 19, there are three types of lookup tables (Mapf1 (SHn, apn), Mapf2 (SHn, apn), and Mapf3 (SHn, apn) for obtaining the correction coefficient fn (n = 1, 2, 3). )) Is prepared.

  In other words, “table Mapf1 (SHn, apn) illustrated in FIGS. 19A and 19B” is a table particularly adapted to SH1 in which the fluctuation amount of the speed fluctuation amount SHn is small. “Table Mapf2 (SHn, apn) illustrated in FIGS. 19C and 19D” is a table particularly adapted to SH2 in which the fluctuation amount of the speed fluctuation amount SHn is medium. “Table Mapf3 (SHn, apn) illustrated in FIGS. 19E and 19F” is a table particularly adapted to SH3 having a large fluctuation amount of the speed fluctuation amount SHn.

  Each of the tables shown in FIG. 19 (Mapf1 (SHn, apn), Mapf2 (SHn, apn), Mapf3 (SHn, apn)) has an unprecedented vehicle degree apn of 0.5 and 0.7. However, in actuality, each table is created for each value in the range (0 to 1) that the non-preceding vehicle degree apn can take. Further, the “speed fluctuation amount SHn and the non-preceding vehicle degree apn” that are arguments of each table are common to each table.

  The CPU obtains three types of correction coefficients f1, f2, and f3 based on the lookup tables Mapf1 (SHn, apn), Mapf2 (SHn, apn), and Mapf3 (SHn, apn), respectively.

  In the lookup tables Mapf1 (SHn, apn), Mapf2 (SHn, apn), and Mapf3 (SHn, apn), the correction coefficient fn becomes larger as the speed fluctuation amount SHn becomes larger (after approaching “1”, “1”). ”) And the correction coefficient fn decreases as the speed fluctuation amount SHn decreases (maintains“ 0 ”after approaching“ 0 ”).

  Further, in the lookup tables Mapf1 (SHn, apn), Mapf2 (SHn, apn), and Mapf3 (SHn, apn), the correction coefficient fn increases as the non-first driving degree apn increases, and the non-first driving degree increases. The correction coefficient fn is made smaller as apn becomes smaller.

  Therefore, as described above, when the speed fluctuation amount SHn and the non-preceding vehicle degree apn are large, the correction coefficient fn becomes large (approaching “1”), and when the speed fluctuation amount SHn and the non-preceding vehicle degree apn are small, the correction coefficient The coefficient fn becomes smaller (closer to “0”).

  Thus, the correction coefficient fn is calculated using the three types of lookup tables Mapf1 (SHn, apn), Mapf2 (SHn, apn), and Mapf3 (SHn, apn) corresponding to the magnitude of the speed fluctuation amount SHn. Therefore, it is possible to accurately calculate the correction coefficient fn corresponding to the degree of the speed fluctuation amount SHn, regardless of whether the degree of the speed fluctuation amount SHn is large, medium, or small.

  The CPU performs the processing from step 1304 to step 1312 in parallel with the processing from step 1301 to step 1303.

ｍ：ＲＡＭに記憶されている通信車速度Ｖｃ及び先行車速度Ｖｆｒの数 In step 1304, the CPU calculates the mean square error MS of the communication vehicle speed Vc and the preceding vehicle speed Vfr using the following formula, and stores the calculated mean square error MS in the RAM.

m: Number of communication vehicle speed Vc and preceding vehicle speed Vfr stored in RAM

  The mean square error MS decreases as the preceding vehicle speed Vfr and the communication vehicle speed Vc continue to take close values during a period from a predetermined point in the past to the present time. That is, the mean square error MS is an index value (one of error statistics) representing the degree to which the preceding vehicle speed Vfr and the communication vehicle speed Vc are similar.

  Next, the CPU proceeds to step 1305, executes the routine shown by the flowchart in FIG. 20, and averages all the mean square errors MS acquired in step 1304. Accordingly, when the CPU proceeds to step 1305, the CPU starts processing from step 2000 in FIG. 20 and proceeds to step step 2001, and runs immediately before the host vehicle 10 between the previous processing of step 1305 and the current processing. It is determined whether the existing vehicle has changed from the preceding vehicle 11 to another vehicle or the wireless communication between the communication vehicle and the host vehicle 10 has been interrupted.

  If any of the conditions in step 2001 is satisfied, the CPU makes a “Yes” determination in step 2001 to proceed to step 2002, and erases all the mean square errors MS acquired so far from the RAM. Both the total sum (total value) and the total number of the mean square errors MS acquired so far are set to “0”. Thereafter, the CPU proceeds to step 2006.

  On the other hand, if none of the conditions in step 2001 is satisfied, the CPU makes a “No” determination in step 2001 to proceed to step 2003 to communicate between the previous processing time of step 1305 and the current processing time. It is determined whether or not the vehicle information has been updated.

  If the communication vehicle information has been updated between the previous processing at step 1305 and the current processing, the CPU makes a “Yes” determination at step 2003 and sequentially performs the processing at steps 2004 and 2005 described below. Thereafter, the CPU proceeds to step 2006.

  Step 2004: The CPU calculates the total sum of the current mean square errors MS. Specifically, the value of the mean square error MS is obtained by adding the value of the mean square error MS acquired in the immediately preceding step 1304 to the sum (previous value) of the mean square error MS acquired in the previous step 2004 processing. Update the sum.

  Step 2005 "The CPU calculates the total number of mean square errors MS at the present time. Specifically, the total number of mean square errors MS is updated by adding “1” to the total number of mean square errors MS acquired at the time of the previous step 2005.

  On the other hand, if the communication vehicle information has not been updated between the time of the previous step 1305 and the current process at the time when the CPU executes the process of step 2003, the CPU makes a “No” determination at step 2003. Proceed directly to step 2006.

  When the CPU proceeds to step 2006 via step 2002 or 2005, the CPU proceeds to step 2006, and the total number of mean square errors MS acquired in step 2002 or 2005 is equal to or greater than a predetermined threshold bl (lower limit number). It is determined whether or not. On the other hand, if the CPU makes a “No” determination at step 2003 and proceeds directly to step 2006, the total number of mean square errors MS acquired at step 2002 or 2005 at the time of the previous processing at step 1305 is equal to or greater than the threshold bl. It is determined whether or not.

  If the total number of mean square errors MS is greater than or equal to the threshold value bl, the CPU makes a “Yes” determination at step 2006 to proceed to step 2007 to calculate the sum of the mean square errors MS acquired at step 2002 or 2004. The average value (H2E) of the mean square error MS is calculated by dividing by the total number of mean square errors MS acquired in 2002 or 2005. Thereafter, the CPU proceeds to step 1306 in FIG.

  On the other hand, when the total number of the mean square errors MS is smaller than the threshold value bl, the CPU makes a “No” determination at step 2006 to proceed to step 2008 to set the initial value (constant) stored in the RAM. It is set as the average value of the mean square error MS.

  This initial value is a large constant. Therefore, the communication vehicle becomes the preceding vehicle 11 as in the case where the vehicle located immediately before the own vehicle 10 changes from the preceding vehicle 11 to another vehicle or the number of mean square errors MS accumulated in the RAM is small. In order to accurately determine whether or not the mean square error MS is still small, the mean value of the mean square error MS does not become a small value. That is, by making step 2008 such processing, the risk that the CPU makes an erroneous determination that “the preceding vehicle speed Vfr and the communication vehicle speed Vc are similar” is reduced in such a case.

  Thereafter, the CPU proceeds to step 1306 in FIG.

  When the CPU proceeds to step 1306 in FIG. 13, the CPU obtains the similarity g1n by applying the average value (H2E) of the mean square error MS obtained in step 1305 to the lookup table (map).

  Like the look-up table for the correction coefficient fn, this look-up table has three types (Mapg11 (H2E), Mapg12 (H2E) and Mapg11 (H2E) specialized for each of the magnitudes (large, medium, and small) of the speed variation SHn. Mapg13 (H2E)) is prepared (not shown). In each of the lookup tables Mapg11 (H2E), Mapg12 (H2E), and Mapg13 (H2E), the value of the similarity g1n (n = 1, 2, 3) increases as the average value (H2E) of the mean square error MS decreases. Has been created to be.

  Then, the CPU obtains three types of similarity g1n as g11, g12, and g13 based on the lookup tables Mapg11 (H2E), Mapg12 (H2E), and Mapg13 (H2E), respectively. Accordingly, the similarity g1n according to the degree of the average value (H2E) can be accurately calculated regardless of whether the speed fluctuation amount SHn is large, medium, or small.

  On the other hand, in step 1307, the CPU calculates a speed change divergence e1 = | dVc−dVfr | / min (| dVc |, | dVfr |), and stores the calculated speed change divergence e1 in the RAM. .

  Next, the CPU proceeds to step 1308 to calculate the average value (He1) of the speed change deviation e1 by averaging the speed change deviation e1 calculated in step 1307. This averaging processing method is the same as that in step 1305 (flowchart in FIG. 20).

  Next, the CPU proceeds to step 1309 and applies the average value (He1) of the speed change deviation e1 obtained in step 1308 to the look-up table (map) to thereby calculate the similarity g2n (n = 1, 2, 3). ) To get.

  Similar to the look-up table for the correction coefficient fn, this look-up table has three types (Mapg21 (He1), Mapg22 (He1), and Mapg21 (He1), specialized for each of the magnitudes (large, medium, and small) of the speed fluctuation amount SHn. Mapg23 (He1)) is prepared (not shown). Each of the lookup tables Mapg21 (He1), Mapg22 (He1), and Mapg23 (He1) is created such that the value of the similarity g2n increases as the average value (He1) of the divergence degree e1 decreases.

  Then, the CPU obtains three types of similarity g2n, g21, g22, and g23, based on the lookup tables Mapg21 (He1), Mapg22 (He1), and Mapg23 (He1). Therefore, it is possible to accurately calculate the similarity g2n according to the degree of the average value (He1) regardless of whether the speed fluctuation amount SHn is large, medium, or small.

On the other hand, in step 1310, the CPU calculates a velocity correlation coefficient coef (correlation coefficient) using the following equation, and stores the calculated velocity correlation coefficient coef in the RAM.

  As is well known, the correlation coefficient coef is a statistic indicating a correlation (degree of similarity) between two parameters. In principle, the correlation coefficient is a real number between “−1” and “1”, and the closer the correlation coefficient is to “1”, the more positive the two parameters are, and the similarity between the two parameters. The degree is high. As the correlation coefficient approaches “0”, the correlation between the two parameters becomes weaker. The closer the correlation coefficient is to “−1”, the more negative the two parameters are. Accordingly, in this example, the closer the speed correlation coefficient coef is to “1”, the higher the similarity between the communication vehicle speed Vc and the preceding vehicle speed Vfr.

Further, the CPU executes the routine shown in the flowchart of FIG. 21 in parallel with the process of step 1310. Therefore, when the predetermined timing is reached, the CPU starts processing from step 2100 in FIG. 21 and proceeds to step 2101 where a = sum ((Vfr (i) −ave (Vfr)) ² is equal to or smaller than a predetermined threshold value x. In addition, sum (Z) is a function that takes the sum of the variables Z, and ave (Z) is a function that takes the average of the variables Z.

a = sum ((Vfr (i) −ave (Vfr)) If ² is less than or equal to the predetermined threshold value x, the CPU makes a “Yes” determination at step 2101 to proceed to step 2102, and b = sum ((Vc (i) −ave (Vc)) It is determined whether ² is equal to or less than a predetermined threshold value y, where sum (Z) is a function that takes the sum of variables Z, and ave (Z) is a variable. It is a function that takes the average of Z.

  When the speed fluctuation amount of the communication vehicle speed Vc and the preceding vehicle speed Vfr is small, the CPU determines “No” in step 2101 or step 2102. When the speed fluctuation amount of the communication vehicle speed Vc and the preceding vehicle speed Vfr is small, an error is likely to occur in the final determination regarding the specification of the communication vehicle by the CPU. Therefore, if the CPU determines “No” in step 2101 or step 2102, it is better not to use the speed correlation coefficient coef acquired in step 1310 for the averaging process in the next step 1311. Therefore, in this case, the CPU proceeds to step 2104. That is, the CPU holds the average value Hcf acquired in the previous step 1311 and proceeds to step 1312.

  On the other hand, if the CPU determines “Yes” in steps 2101 and 2102, the CPU proceeds to step 2103 to use the velocity correlation coefficient coef acquired in step 1310 for the averaging process. That is, the CPU proceeds to step 1311.

  When the CPU proceeds to step 1311, the CPU obtains an average value (Hcf) of the speed correlation coefficient coef by averaging the speed correlation coefficient coef. This averaging processing method is the same as that in step 1305 (flowchart in FIG. 20).

  Next, the CPU proceeds to step 1312, and acquires the similarity g3n by applying the average value (Hcf) of the velocity correlation coefficient coef acquired in step 1311 to the lookup table (map).

  Similar to the look-up table for the correction coefficient fn, this look-up table is also divided into three types (Mapg 31 (Hcf), Mapg 32 (Hcf), Mapg 31 (Hcf), Mapg33 (Hcf)) is prepared (not shown). Each of the lookup tables Mapg31 (Hcf), Mapg32 (Hcf), and Mapg33 (Hcf) has a similarity g3n (n = 1, 2, 3) as the average value (Hcf) of the velocity correlation coefficient coef is closer to 1. Created to increase the value.

  Then, the CPU obtains three types of similarity g3n as g31, g32, and g33 based on the lookup tables Mapg31 (Hcf), Mapg32 (Hcf), and Mapg33 (Hcf), respectively. Therefore, the similarity g3n can be calculated with high accuracy regardless of whether the speed fluctuation amount SHn is large, medium, or small.

  When the processing of step 1303, step 1306, step 1309, and step 1312 is completed, the CPU proceeds to step 1313 and multiplies the same values of the similarity g1n, g2n, g3n, and the correction coefficient fn with the final preceding vehicle. Probability Pn (= P1, P2, P3) is calculated.

  Next, the CPU proceeds to step 1314 to select only one of the final leading vehicle probabilities P1, P2, and P3 calculated in step 1313 as the final leading vehicle probability P.

  Next, the CPU proceeds to step 1315 to extract “a communication vehicle having one final preceding vehicle probability P selected in step 1314 equal to or higher than a predetermined threshold Pth” as a candidate vehicle. As shown in FIG. 22, this threshold value Pth changes according to the elapsed time since the CPU started the routine of FIG. That is, the threshold value Pth takes a constant value that is the largest value until the time te, gradually decreases after the time te, and maintains the minimum value after the time tf.

  Further, the CPU executes the routine shown by the flowchart in FIG. 23 every time a predetermined time elapses.

  Therefore, when the predetermined timing comes, the CPU starts the process from step 2300 in FIG. 23 and proceeds to step 2310 to determine whether or not the position of the CACC switch 22 is set to the on position. If the position of the CACC switch 22 is set to the off position, the CPU directly proceeds from step 2310 to step 2395 to end the present routine tentatively.

  If the position of the CACC switch 22 is set to the on position, the CPU makes a “Yes” determination at step 2310 to proceed to step 2320 to determine whether or not the communication follow-up target vehicle has been specified. When the communication follow-up target vehicle has been specified, the CPU sequentially performs the processing from step 2330 to step 2360 described below, and proceeds to step 2395 to end the present routine tentatively.

  Step 2330: The CPU calculates, as the feedforward required acceleration FFG, a value obtained by multiplying the required acceleration Gc transmitted from the communication tracking target vehicle by inter-vehicle communication with a predetermined gain Kg. The gain Kg is “1” in this example, but may be set according to the driving state of the host vehicle 10 by the method described in JP-A-2015-51716. If the other vehicle communication information transmitted from the communication follow-up target vehicle includes the actual acceleration Ga of the communication follow-up target vehicle, the CPU applies a value obtained by applying a high-pass filter to the requested acceleration Gc and the acceleration Ga. The sum of the value subjected to the low-pass filter and the feedforward required acceleration FFG may be obtained.

Step 2340: The CPU calculates a feedback required acceleration FBG according to the following equation (11). ΔD is the inter-vehicle deviation, Dtgt is the target inter-vehicle distance, and Vr is the relative speed described above.

  Step 2350: The CPU calculates the sum of the feedforward required acceleration FFG and the feedback required acceleration FBG as the final target acceleration Gtgt of the host vehicle 10. The CPU may calculate the weighted average value of the feedforward required acceleration FFG and the feedback required acceleration FBG as the target acceleration Gtgt.

  Step 2360: The CPU transmits the target acceleration Gtgt to the engine control ECU 30 and the brake control ECU 40 so that the actual acceleration of the host vehicle 10 matches the target acceleration Gtgt. The engine control ECU 30 and the brake control ECU 40 control (drive) the engine actuator 32 and the brake actuator 43, respectively, according to the target acceleration Gtgt. As a result, the actual acceleration of the host vehicle 10 is matched with the target acceleration Gtgt. CACC is executed by the above processing.

  On the other hand, when the CPU performs the process of step 2320, the identification of the communication follow-up target vehicle is not completed (including the case where the communication follow-up target vehicle does not exist and the case where the communication follow-up target vehicle no longer exists). The CPU makes a “No” determination at step 2320 to proceed to step 2370, sets the value of the feedforward required acceleration FFG to “0”, and then proceeds to step 2340 and thereafter. As a result, ACC is executed. When the inter-vehicle deviation ΔD is equal to or greater than the threshold inter-vehicle deviation, the feedback request acceleration FBG is changed so that the own vehicle speed Vj becomes a predetermined speed.

  In addition, this invention is not limited to the said embodiment, A various modified example is employable within the scope of the present invention.

  For example, the processing in steps 705 to 715 in FIG. 7 may be omitted. In this case, when the CPU starts the process from step 700, the CPU proceeds to step 720.

  Further, in step 240 to step 260 in FIG. 2, candidate vehicles having a speed similarity g equal to or higher than a predetermined similarity gth may be extracted as PVg candidate vehicles, Vg candidate vehicles, and Pg candidate vehicles, respectively.

  For example, the host vehicle speed Vj may be acquired based on a detection signal from a wheel speed sensor provided on each wheel (not shown). Furthermore, the vehicle radar sensor 61 may be a sensor that transmits and receives light waves (for example, laser) or ultrasonic waves.

  Furthermore, the determination in step 930 in FIG. 9 may be omitted. In this case, if the CPU makes a “Yes” determination at step 925, the CPU proceeds to step 935. In addition, the determination in step 965 may be omitted. In this case, when the CPU makes a “Yes” determination at step 960, the CPU proceeds to step 970.

  Furthermore, instead of the communication vehicle speed Vc, the communication vehicle speed Vcb may be used to calculate the speed fluctuation amount SHn and the non-preceding vehicle degree apn in Step 1301 and Step 1302 of FIG. Furthermore, the correction coefficient k1 shown in FIG. 15 may be “1” regardless of the magnitude of ΔVfr.

  DESCRIPTION OF SYMBOLS 10 ... Own vehicle, 11 ... Prior vehicle, 20 ... Vehicle control ECU, 30 ... Engine ECU, 32 ... Engine actuator, 40 ... Brake control ECU, 42 ... Vehicle speed sensor, 60 ... Sensor ECU, 61 ... Own vehicle radar sensor, 70 ... GPS device, 80 ... Radio control ECU, 81 ... Radio antenna

Claims (1)

GPS means for acquiring GPS information including the vehicle position that is the position of the vehicle and the reliability of the vehicle position;
Own vehicle speed detecting means for detecting the own vehicle speed which is the speed of the own vehicle;
Relative information acquisition means for acquiring information related to the relative position and relative speed of the preceding vehicle traveling immediately before the own vehicle with respect to the own vehicle;
From each of one or more other vehicles around the own vehicle, by wireless communication, the position of the other vehicle that is the position of the other vehicle, the reliability of the position of the other vehicle, and the speed of the other vehicle Wireless means for acquiring other vehicle communication information including a certain other vehicle speed and an acceleration related value related to each acceleration of the other vehicle;
Using the vehicle position, the vehicle speed, information on the relative position and relative speed, and the other vehicle communication information, a communication follow-up target vehicle that the host vehicle should follow from among the one or more other vehicles. Identifying means for identifying
Travel control means for controlling the acceleration of the host vehicle based on the acceleration-related value acquired by the wireless communication from the specified communication tracking target vehicle to cause the host vehicle to follow the communication tracking target vehicle; ,
In a vehicle control device comprising:
The specifying means is:
Extracting other vehicles whose similarity between the preceding vehicle speed and the other vehicle speed, which is the speed of the preceding vehicle calculated based on the host vehicle speed and the relative speed, is equal to or higher than a predetermined similarity, as speed similarity candidate vehicles;
Between the position of the preceding vehicle calculated based on the host vehicle position and the relative position, and a candidate vehicle position that is the other vehicle position included in the other vehicle communication information from the speed similar candidate vehicle A distance is calculated as a distance between two positions, and among the speed similar candidate cars, the distance between the two positions is included in the reliability of the own vehicle position and the other vehicle communication information from the speed similar candidate cars. It is determined that a speed similar candidate vehicle that is longer than a threshold distance that is longer as the GPS position reliability is lower based on the candidate vehicle reliability that is the reliability of the other vehicle position is not the communication follow-up target vehicle,
Configured as
Vehicle control device.

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