JP2008234183A - Array travel controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an array travel controller allowing stabilization of array travel and appropriate response to a case of emergency. <P>SOLUTION: The array travel controller 10 controls the array travel of a manually driven leading car A and following vehicles B and C automatically following the leading car A. This controller 10 has a decelerating upper limit setting section 22 for setting the upper limit of the deceleration by manual braking of the leading car A. The decelerating upper limit setting section 22 varies the upper limit in response to the forward state of the leading car A, for example, distance Lf and relative velocity Vr from the preceding vehicle X and existence of the preceding vehicle X. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a platooning control device for causing an autonomous driving vehicle to follow a manually driven vehicle, which is a leading vehicle, and to travel in a platoon.

For example, Patent Document 1 discloses a platooning control device that causes an autonomous driving vehicle to travel following a manually driven vehicle that is a leading vehicle.
JP 2000-113399 A

  In such a row running control device, for example, when the leading vehicle brakes with full brake, the following vehicle starts braking with a delay from the operation of the leading vehicle, so the following performance is lowered and the row running becomes unstable. There is a fear. Moreover, since the possibility of a rear-end collision increases when the followability decreases, it becomes necessary to increase the inter-vehicle distance within the platoon, making it impossible to improve fuel efficiency and road efficiency.

  Therefore, it is conceivable to limit the braking (deceleration) of the manually operated vehicle, which is the leading vehicle, and to stabilize the platooning. However, there is an emergency because there are general vehicles or other obstacles ahead of the leading vehicle. When braking was necessary, there was a risk that appropriate countermeasures could not be made simply by restricting braking of the leading vehicle.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a platooning control apparatus that can stabilize platooning and take appropriate measures in an emergency.

  A row running control device according to the present invention is a row running control device that controls row running between a manually driven leading vehicle and a following vehicle that automatically follows the leading vehicle. A deceleration upper limit value setting means for setting an upper limit value is provided, and the deceleration upper limit value setting means changes the upper limit value according to the front situation of the leading vehicle.

  In this convoy travel control device, since the upper limit value of deceleration by manual braking can be changed according to the front situation of the leading vehicle, the convoy travel can be stabilized by setting the upper limit value low at normal times, By setting the upper limit value higher according to the forward situation, it becomes easier to respond in an emergency, and an appropriate response can be achieved.

  The front situation of the leading vehicle is the distance and relative speed with the obstacle in front of the leading car, and the deceleration upper limit setting means avoids the collision with the obstacle determined based on the distance and the relative speed. An upper limit value may be set according to the necessary deceleration required for the operation. In this way, the emergency response becomes easier and more appropriate response can be achieved.

The front situation of the leading vehicle is the presence or absence of an obstacle in the monitoring range monitored by the leading vehicle, and the deceleration upper limit setting means sets the upper limit value lower than when there is no obstacle. May be a feature. In this way, when there are no obstacles ahead, it is possible to stabilize the platooning by eliminating unnecessary braking operation of the leading vehicle, and when there are obstacles ahead, a higher upper limit is set. By setting a value, it is easier to respond in an emergency and an appropriate response can be achieved.
Absolute limit value setting means for setting the absolute limit value, which is the limit value of the upper limit value, to absolutely limit manual braking regardless of the situation ahead of the leading vehicle, and when the required deceleration exceeds the absolute limit value And automatic braking control means for automatically controlling the leading vehicle and the following vehicle. In this way, when the deceleration exceeding the absolute limit value is required, it is possible to perform automatic braking with higher followability, and thus it is possible to prevent the following vehicle from colliding without being followed. .

  Also provided with automatic braking control means for automatically controlling the leading vehicle and the following vehicle when the necessary deceleration required to avoid a collision with an obstacle exceeds the upper limit value when there is an obstacle. Good. In this way, when the deceleration exceeding the upper limit value when there is an obstacle is required, it is possible to perform automatic braking with higher followability, so that the following vehicle does not follow up and does not follow up. Can be prevented.

  There may be provided an inter-vehicle distance setting means for setting an inter-vehicle distance from the following vehicle according to an upper limit value of the deceleration due to manual braking of the leading vehicle. In this way, it is possible to set the optimum inter-vehicle distance in consideration of the maximum deceleration of the preceding vehicle.

  According to the present invention, it is possible to provide a platooning control apparatus that can stabilize platooning and can appropriately respond in an emergency.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the description of the drawings, the same elements are denoted by the same reference numerals, and redundant description is omitted.

  FIG. 1 is a diagram illustrating a positional relationship between a vehicle group of a convoy and a preceding vehicle X to which the convoy travel control device according to the present embodiment is applied. As shown in FIG. 1, the convoy travel control apparatus of this embodiment controls the convoy travel by a manually operated leading vehicle A and two following vehicles B and C that automatically follow the leading vehicle A. To do. The leading vehicle A is a manually operated vehicle and has a partly automatic braking function. The following vehicles B and C are vehicles driven automatically, and travel following the leading vehicle A automatically. In front of the leading vehicle A, a preceding vehicle X, which is a general vehicle as an obstacle, may or may not exist. In the positional relationship of FIG. 1, the vehicle speed of the leading vehicle A is Va, the vehicle speed of the preceding vehicle X is Vx, the distance between the leading vehicle A and the preceding vehicle X is Lf, and the leading vehicle A and the following vehicle B are Let the distance be Lr. The relative speed Vr between the leading vehicle A and the preceding vehicle X is expressed by Vr = Va−Vx.

  FIG. 2 is a block diagram illustrating a schematic configuration of the row running control device 10. The convoy travel control apparatus 10 includes a convoy travel control ECU (Electronic Control Unit) 20 provided on the leading vehicle side and a convoy travel control ECU (Electronic Control Unit) 30 provided on the following vehicle side.

  A millimeter wave radar 12, an inter-vehicle communication device 14, a throttle 16, a brake 18, and a steering 19 are connected to the leading vehicle side platoon traveling control ECU 20. The millimeter wave radar 12 is a monitoring unit that monitors the front of the leading vehicle A, and acquires the distance Lf and the relative speed Vr with the preceding vehicle X in front of the leading vehicle A as the front situation. The inter-vehicle communication device 14 is used for transmitting control data of the leading vehicle A to the following vehicles B and C and receiving control data from the following vehicles B and C. The throttle 16 and the brake 18 control the speed (including acceleration and braking) of the leading vehicle A based on a command from the leading vehicle side platoon traveling control ECU 20. The steering 19 performs steering control based on a command from the leading vehicle side row running control ECU 20.

  The leading vehicle side platoon travel control ECU 20 includes a required deceleration calculation unit 21, a deceleration upper limit value setting unit (deceleration upper limit value setting unit) 22, an absolute limit value setting unit (absolute limit value setting unit) 23, and a travel control unit 24. And an automatic braking control unit (automatic braking control means) 25.

The necessary deceleration calculation unit 21 calculates a necessary deceleration Gneed required to avoid a collision with the preceding vehicle X, which is determined based on the distance Lf to the preceding vehicle X in front of the leading vehicle A and the relative speed Vr. To do. The necessary deceleration Gneed can be calculated as Gneed = Vr ² / 2Lf using the distance Lf acquired by the millimeter wave radar 12 and the relative speed Vr. FIG. 3 shows the result of calculating the necessary deceleration Gneed when the deceleration G is set in the Z-axis direction, the inter-vehicle distance Lf is set in the X-axis direction, and the relative speed Vr is set in the Y-axis direction. The slope of the three-dimensional curved surface shown in FIG. 3 represents the necessary deceleration Gneed determined based on the distance Lf and the relative speed Vr.

  The deceleration upper limit setting unit 22 sets a manual deceleration limiter Glimit as an upper limit value of the deceleration due to manual braking of the leading vehicle A, and this manual deceleration limiter Glimit is set according to the situation ahead of the leading vehicle A. To change. More specifically, the manual deceleration limiter Glimit is set according to the distance from the preceding vehicle X in front of the leading vehicle A and the relative speed Vr. This manual deceleration limiter Glimit is obtained by adding a slight margin (+ α) to the necessary deceleration Gneed in consideration of errors and the like, and is expressed as Glimit = Gneed + α. This α can be arbitrarily set, and is set to 0.02 G, for example, in the present embodiment.

  The absolute limit value setting unit 23 sets an absolute limit value Gabs which is a limit value of the manual deceleration limiter Glimit for absolutely limiting manual braking regardless of the front situation of the leading vehicle A. Thereby, it is possible to prevent the manual brake exceeding the absolute limit value Gabs from operating in any situation. This absolute limit value Gabs can be set arbitrarily, and is set to 0.15 G, for example, in this embodiment.

  When the deceleration G is set in the Z-axis direction, the inter-vehicle distance Lf is set in the X-axis direction, and the relative speed Vr is set in the Y-axis direction, this manual deceleration limiter Glimit is shown in FIG. The slope of the three-dimensional curved surface shown in FIG. 4 is obtained by adding a margin of + α to the necessary deceleration Gneed in FIG. 3 and limiting the deceleration exceeding the absolute limit value Gabs. This slope is a manual deceleration limiter Glimit. And the absolute limit value Gabs.

  The deceleration upper limit setting unit 22 may obtain and set the manual deceleration limiter Glimit each time using the necessary deceleration Gneed calculated by the necessary deceleration calculating unit 21. Further, as shown in FIG. 4, a map indicating the relationship between the inter-vehicle distance Lf, the relative speed Vr, and the manual deceleration limiter Glimit, which is obtained in advance, is stored in a storage unit (not shown), and the inter-vehicle distance Lf and the relative speed are stored. The manual deceleration limiter Glimit may be obtained directly from Vr.

  The traveling control unit 24 controls the traveling of the leading vehicle A by controlling the throttle 16, the brake 18, and the steering 19 in accordance with the manual operation of the driver who drives the leading vehicle A. In particular, the throttle 16 and the brake 18 are controlled so that the deceleration Ghuman due to manual braking of the driver driving the leading vehicle A does not exceed the manual deceleration limiter Glimit.

  The automatic braking control unit 25 performs automatic braking control of the leading vehicle A when the required deceleration Gneed exceeds the absolute limit value Gabs.

  The following vehicle side row running control ECU 30 is connected to a millimeter wave radar 40, an inter-vehicle communication device 42, a throttle 44, a brake 46, and a steering 48. The millimeter wave radar 40 is means for monitoring the leading vehicle A to travel following the leading vehicle A. The inter-vehicle communication device 42 is used for transmitting control data of the following vehicle B to the leading vehicle A and receiving control data from the leading vehicle A. The throttle 44 and the brake 46 control the speed (including acceleration and braking) of the following vehicles B and C based on a command from the following vehicle side row running control ECU 30. The steering 48 controls the steering based on a command from the following vehicle side row running control ECU 30.

  The following vehicle side row running control ECU 30 includes an inter-vehicle distance setting unit (an inter-vehicle distance setting unit) 31 and an automatic travel control unit 32. The inter-vehicle distance setting unit 31 sets the inter-vehicle distance Lr with the leading vehicle A according to the manual deceleration limiter Glimit acquired from the leading vehicle A via the inter-vehicle communication device 40. This will be described later. The automatic travel control unit 32 controls the travel of the following vehicle B so as to maintain the set inter-vehicle distance Lr. At this time, it is preferable that data such as the speed Va and acceleration Va ′ of the leading vehicle A is also acquired through the inter-vehicle communication device 40 and used for the traveling control of the following vehicle B.

  FIG. 5 is a graph showing the relationship between the distance Lf and the manual deceleration limiter Glimit when the relative speed Vr between the leading vehicle A and the preceding vehicle X is a certain value. FIG. 6 is a graph showing the relationship between the manual deceleration limiter Glimit and the inter-vehicle distance Lr between the leading vehicle A and the following vehicle B.

  As shown in FIG. 5, when the relative speed Vr and the distance Lf are determined, a manual deceleration limiter Glimit that limits deceleration by manual braking of the leading vehicle A is uniquely determined. The greater the manual deceleration limiter Glimit, the more sudden deceleration may occur, so the following vehicle B needs to set an inter-vehicle distance Lr accordingly. Therefore, as shown in FIG. 6, in this embodiment, the inter-vehicle distance Lr from the leading vehicle A is set so as to be proportional to the manual deceleration limiter Glimit. The inter-vehicle distance Lr is not necessarily proportional to the manual deceleration limiter Glimit. The inter-vehicle distance between the following vehicle B and the following vehicle C may be equal to the distance Lr, or the inter-vehicle distance may be further narrowed.

  FIG. 7 is a diagram for explaining the braking control according to the distance Lf when the relative speed Vr between the leading vehicle A and the preceding vehicle X is a certain value. As shown in FIG. 7, the deceleration range below the manual deceleration limiter Glimit and the absolute limit value Gabs is a range Sm that allows manual braking. When the distance Lf from the preceding vehicle X is long, the manual deceleration limiter Glimit is small, and manual braking is severely restricted. On the other hand, the manual deceleration limiter Glimit increases as the distance decreases. The degree of freedom of handling by manual braking is increased. The range where the required deceleration Gneed exceeds the absolute limit value Gabs is the range Sa that needs to be controlled by automatic braking. In this range Sa, the leading vehicle A is automatically braked by the automatic braking control unit 25 and the control data is transmitted to the following vehicles B and C for braking control, so that the leading vehicle A and the following vehicles B and C are almost simultaneously. Brake control can be performed, and the risk of the following vehicles B and C colliding with each other can be reduced as compared with a case where a person manually performs the brake control.

  Next, the row running control by the row running control device 10 will be described with reference to the flowchart of FIG. Here, it is assumed that the absolute limit value Gabs is preset to a predetermined value. The following processing is repeated at a predetermined cycle from the start of the row running control.

First, the necessary deceleration calculation unit 21 of the leading vehicle side row running control ECU 20 inputs the distance Lf and the relative speed Vr from the millimeter wave radar 12 to the preceding vehicle X (step S801), and is necessary from Gneed = Vr ² / 2Lf. The deceleration Gneed is calculated (step S802).

  Next, the deceleration upper limit setting unit 22 sets a manual deceleration limiter Glimit as an upper limit value of the deceleration due to manual braking of the leading vehicle A (step S803). At this time, the manual deceleration limiter Glimit may be obtained and set from Glimit = Gneed + α each time using the necessary deceleration Gneed calculated by the necessary deceleration calculating unit 21. Further, as shown in FIG. 4, a map indicating the relationship between the inter-vehicle distance Lf, the relative speed Vr, and the manual deceleration limiter Glimit, which is obtained in advance, is stored in a storage unit (not shown), and the inter-vehicle distance Lf and the relative speed are stored. The manual deceleration limiter Glimit may be obtained directly from Vr.

  Next, the automatic braking control unit 25 determines whether or not the required deceleration Gneed exceeds the absolute limit value Gabs (step S804). If the required deceleration Gneed does not exceed the absolute limit value Gabs, it is determined whether or not a manual braking operation has been performed (step S805). If the manual braking operation is not performed, the process proceeds to step S810. On the other hand, if a manual braking operation has been performed, it is determined whether or not the deceleration Ghuman resulting therefrom has exceeded the manual deceleration limiter Glimit (step S806). If the deceleration Ghuman due to manual braking does not exceed the manual deceleration limiter Glimit, the traveling control unit 24 controls the throttle 16 and the brake 19 so as to become the deceleration Ghuman (step S807).

  On the other hand, in step S806, if the deceleration Ghuman due to manual braking exceeds the manual deceleration limiter Glimit, the travel control unit 24 performs manual deceleration here so that the deceleration does not exceed the manual deceleration limiter Glimit. Brake control is performed by controlling the throttle 16 and the brake 18 so as to become the limiter Glimit (step S808).

  In step S804, if the required deceleration Gneed exceeds the absolute limit value Gabs, the automatic braking control unit 25 controls the throttle 16 and the brake 18 so as to realize the required deceleration Gneed. (Step S809).

  Then, control data such as the manual deceleration limiter Glimit, the speed Va, and the acceleration Va ′ of the leading vehicle A are transmitted to the following vehicles B and C via the inter-vehicle communication device 14 (step S810).

  On the other hand, the following vehicles B and C receive control data such as the manual deceleration limiter Glimit, the speed Va, and the acceleration Va ′ from the leading vehicle A via the inter-vehicle communication device 40. Then, during normal tracking, the inter-vehicle distance setting unit 31 sets the inter-vehicle distance Lr from the relationship shown in FIG. 6 based on the manual deceleration limiter Glimit. Then, the automatic traveling control unit 32 controls traveling by controlling the throttle 44 and the brake 46 so as to maintain the inter-vehicle distance Lr. When the automatic braking is performed by the automatic braking control unit 25 in the leading vehicle A, the deceleration similar to that of the leading vehicle A is performed almost simultaneously by the automatic traveling control unit (automatic braking control means) 32 based on the received control data. The brake control for sudden braking is performed with.

  As described above in detail, in the row running control device 10 of the present embodiment, the manual deceleration limiter Glimit which is the upper limit value of the deceleration by manual braking can be changed according to the front situation of the leading vehicle A. Setting the manual deceleration limiter Glimit to a low value can stabilize the platooning, and setting the manual deceleration limiter Glimit to a high value according to the situation ahead makes it easier to respond in an emergency. You can plan. In other words, by making the upper limit variable, it is possible to expand the range in which unnecessary manual braking can be prevented, and the leading vehicle is stabilized by limiting unnecessary sudden deceleration of the leading vehicle. This contributes to the stability of platooning and the distance between vehicles in the platoon can be shortened, resulting in a smoother traffic flow and improved fuel efficiency and road efficiency. .

In addition, a manual deceleration limiter Glimit is set according to the necessary deceleration Gneed necessary to avoid a collision with the preceding vehicle X determined based on the distance and relative speed with the preceding vehicle X in front of the leading vehicle A. Therefore, it becomes easier to respond in an emergency and a more appropriate response can be achieved.
Further, when the necessary deceleration Gneed exceeds the absolute limit value Gabs for absolutely limiting manual braking regardless of the front situation of the leading vehicle A, the leading vehicle A and the following vehicles B and C are automatically brake controlled. Therefore, when a deceleration for sudden braking exceeding the absolute limit value Gabs is required, automatic braking with higher followability can be performed, and the following vehicles B and C do not fully follow. A rear-end collision can be prevented.

  In addition, since the inter-vehicle distance Lr with the following vehicle B can be set according to the manual deceleration limiter Glimit of the leading vehicle A, in consideration of the maximum deceleration of the preceding vehicle, It is possible to set the optimal inter-vehicle distance, expand the range in which the inter-vehicle distance can be further reduced, improve safety by preventing vehicles from being interrupted to the platoon, improve fuel efficiency, improve road utilization efficiency by shortening the platoon length, etc. Can do.

  Next, another embodiment of the row running control device 10 according to the present invention will be described. In addition, the same code | symbol is attached | subjected to the element same as above-described embodiment, and the overlapping description is abbreviate | omitted.

  In the above embodiment, the manual deceleration limiter Glimit as the upper limit value of the deceleration by manual braking is set as the front situation of the leading vehicle A according to the distance Lf and the relative speed Vr with the preceding vehicle X in front of the leading vehicle A. It was set to be variable. On the other hand, in the present embodiment, the manual deceleration limiter Glimit is variably set according to the presence or absence of the preceding vehicle X in front of the leading vehicle A.

  That is, as shown in FIG. 9, when the preceding vehicle X does not exist within the monitoring range (within the distance Lf0) where the leading vehicle A can be monitored forward by the millimeter wave radar 12, a very low value a as the manual deceleration limiter Glimit When a preceding vehicle X exists, a predetermined value b larger than this is set as the manual deceleration limiter Glimit.

  And when the leading vehicle A approaches the preceding vehicle X rapidly, when the deceleration more than the manual deceleration limiter Glimit (value b) is necessary, the leading vehicle A and the following vehicles B and C are automatically braked. Control. In FIG. 9, the range in which the deceleration exceeds the value b in the monitoring range is the range Sa in which the control by the automatic braking intervenes, and the range below the manual deceleration limiter Glimit is the range Sm in which the manual braking control is allowed. It is.

  As shown in FIG. 10, the following vehicles B and C set the inter-vehicle distance Lr in the inter-vehicle distance setting unit 31 according to the value of the manual deceleration limiter Glimit, as in the above-described embodiment.

  As described above, in the row running control device 10 of the present embodiment, the manual deceleration limiter Glimit is variably set according to the presence or absence of the preceding vehicle X within the monitoring range monitored by the leading vehicle A. Therefore, the preceding vehicle When there is no X, wasteful braking operation of the leading vehicle A can be eliminated to stabilize the platooning, and when there is a preceding vehicle X, an upper limit value higher than that can be set in an emergency. This makes it easier to deal with and makes it possible to take appropriate measures. In addition, since the limiter functions at a constant deceleration, it is easy for the driver to handle.

  Further, when the required deceleration Gneed exceeds the manual deceleration limiter Glimit (value b) when the preceding vehicle X is present, the leading vehicle A and the following vehicle B can be controlled automatically, so the manual deceleration limiter Glimit When deceleration exceeding (value b) is required, automatic braking with higher followability can be performed, and therefore, the follower vehicle B can be prevented from following up without being followed up.

  In addition, this invention is not limited to the said embodiment, A various deformation | transformation is possible. For example, the number of vehicle groups constituting the platoon is not limited to three including the leading vehicle A, and may be two or four or more.

  Moreover, although the case where the leading vehicle A includes the millimeter wave radar 12 has been described as a means for monitoring the front, other monitoring means may be used as long as the distance from the preceding vehicle X and its change can be detected. . For example, laser radar, GPS (Global Positioning System), etc. can be used.

  Moreover, although the case where the following vehicles B and C include the inter-vehicle distance setting unit 32 has been described, the leading vehicle A includes the inter-vehicle distance setting unit 32, and information on the set inter-vehicle distance is transmitted to the following vehicles B and C by inter-vehicle communication. You may make it transmit.

  Although only the preceding vehicle X has been described as an obstacle, the obstacle includes other objects that exist so as to prevent traveling on the road.

  Further, although the case where the following vehicle B monitors the leading vehicle A by the millimeter wave radar 42 and follows the vehicle has been described, the leading vehicle A may be recognized by performing image processing using a camera or the like.

It is a figure which shows the positional relationship of the vehicle group of the convoy to which the convoy travel control apparatus which concerns on this embodiment is applied, and the preceding vehicle X. FIG. It is a block diagram which shows schematic structure of a convoy travel control apparatus. It is a graph which shows the relationship between the inter-vehicle distance Lf, relative speed Vr, and required deceleration Gneed. It is a graph which shows the relationship between the inter-vehicle distance Lf, the relative speed Vr, and the manual deceleration limiter Glimit. It is a graph which shows the relationship between the distance Lf and the manual deceleration limiter Glimit when the relative speed Vr of the leading vehicle A and the preceding vehicle X is a certain value. It is a graph which shows the relationship between the inter-vehicle distance Lr of the leading vehicle A and the following vehicles B and C, and the manual deceleration limiter Glimit. It is a figure for demonstrating the braking control according to the distance Lf when the relative speed Vr of the leading vehicle A and the preceding vehicle X is a certain value. It is a flowchart explaining the flow of convoy travel control by a convoy travel control apparatus. FIG. 10 is a diagram for explaining braking control according to the presence or absence of a preceding vehicle X in a row running control device according to another embodiment. It is a graph which shows the relationship between the inter-vehicle distance Lr of the leading vehicle A and the following vehicles B and C, and the manual deceleration limiter Glimit.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Convoy travel control apparatus, 22 ... Deceleration upper limit value setting part, 23 ... Absolute limit value setting part, 25 ... Automatic braking control part, 32 ... Automatic travel control part, 31 ... Inter-vehicle distance setting part

Claims (6)

A row running control device for controlling row running between a manually driven leading vehicle and a following vehicle that automatically follows the leading vehicle,
A deceleration upper limit setting means for setting an upper limit value of deceleration by manual braking of the leading vehicle,
The platooning travel control device, wherein the deceleration upper limit value setting means changes the upper limit value in accordance with a front situation of the leading vehicle. The front situation of the leading vehicle is the distance and relative speed with the obstacle in front of the leading vehicle,
The deceleration upper limit value setting means sets the upper limit value in accordance with a necessary deceleration required to avoid a collision with the obstacle determined based on the distance and the relative speed. The row running control device according to claim 1. The front situation of the leading vehicle is the presence or absence of an obstacle in the monitoring range that the leading vehicle monitors forward,
The platooning travel control device according to claim 1, wherein the deceleration upper limit value setting means sets the upper limit value lower than when there is no obstacle. An absolute limit value setting means for setting an absolute limit value, which is a limit value of the upper limit value, for absolutely limiting manual braking regardless of the front situation of the leading vehicle;
Automatic braking control means for automatically braking the leading vehicle and the following vehicle when the required deceleration exceeds the absolute limit value;
The row running control device according to claim 2, comprising:   Automatic braking control means for automatically braking the leading vehicle and the following vehicle when a necessary deceleration required to avoid a collision with the obstacle exceeds the upper limit value when the obstacle is present 4. The convoy travel control apparatus according to claim 3.   The platoon according to any one of claims 1 to 5, further comprising an inter-vehicle distance setting means for setting an inter-vehicle distance from the following vehicle according to the upper limit value of the deceleration by manual braking of the leading vehicle. Travel control device.

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