JP2011005920A - Vehicle travel control method - Google Patents
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Abstract
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本願発明は、車両走行の省エネルギー化、排出ガス量低減化、のための、車両の有する運動エネルギーを最大限に活用した車両走行制御方法に関する。 The present invention relates to a vehicle travel control method that maximizes the use of kinetic energy of a vehicle for energy saving of vehicle travel and reduction of exhaust gas amount.
前方車両への適切な追従走行制御方法として、自車両の車速に応じて前方車両との間の最小車間距離および最大車間距離を設定し、前方車両との車間距離が最小車間距離より小さくなった時には惰性走行を開始し、車間距離が最大車間距離よりも大きくなった時には駆動力の発生を開始することによって、前方車両との車間距離を最小車間距離〜最大車間距離に保ったエネルギー消費量および排出ガス量の少ない効率的な追従走行を行う方法が提案されている(特許文献１)。 As an appropriate follow-up driving control method for the preceding vehicle, the minimum inter-vehicle distance and the maximum inter-vehicle distance with the preceding vehicle are set according to the speed of the host vehicle, and the inter-vehicle distance with the preceding vehicle is smaller than the minimum inter-vehicle distance. In some cases, coasting is started, and when the inter-vehicle distance becomes greater than the maximum inter-vehicle distance, the generation of driving force is started, thereby maintaining the inter-vehicle distance with the preceding vehicle from the minimum inter-vehicle distance to the maximum inter-vehicle distance and A method of performing efficient follow-up traveling with a small amount of exhaust gas has been proposed (Patent Document 1).
但し上記方法においては、定速走行から追従走行への移行時の制御方法が明確ではなく、また追従走行中においても上記のごとき車間距離条件において惰性走行あるいは駆動力の発生を各々開始しても、惰性走行あるいは駆動力の発生時点の前方車両との相対速度によっては前方車両との車間距離は前記特許文献に記載されている最小車間距離よりも短くあるいは最大車間距離よりも長くなることもあり、その結果車間距離変動幅が大きくなってしまう問題がある。 However, in the above method, the control method at the time of transition from the constant speed traveling to the following traveling is not clear, and even during the following traveling, even if the inertial traveling or the generation of the driving force is started under the above-mentioned inter-vehicle distance conditions, respectively. Depending on the relative speed with the preceding vehicle at the time of inertial driving or when the driving force is generated, the inter-vehicle distance to the preceding vehicle may be shorter than the minimum inter-vehicle distance described in the patent document or longer than the maximum inter-vehicle distance. As a result, there is a problem that the fluctuation range of the inter-vehicle distance becomes large.
ここで、惰性走行とは、エンジン、モーター等の車両駆動力発生動作を停止する、あるいはエンジン、モーター等の車両駆動力を駆動輪への伝達を停止する、ことによってその時点で車両の有している運動エネルギーのみで車両を走行させることをいう。 Here, coasting means stopping the vehicle driving force generation operation of the engine, motor, etc., or stopping the vehicle driving force, such as the engine, motor, etc., from being transmitted to the drive wheels. It means that the vehicle is driven only by the kinetic energy.
本願発明は、定速走行中の車両が前方車両を検知した後ブレーキを使わずに安全かつ効率的に追従走行に移行する方法、および移行後は安全車間距離を確保しかつ車間距離変動幅を最小に保ちつつ前方車両との相対速度範囲を所定範囲内に保つ追従走行の方法、を提案するものである。 The invention of the present application is a method for safely and efficiently shifting to follow-up driving without using a brake after a vehicle traveling at a constant speed detects a preceding vehicle, and ensuring a safe inter-vehicle distance and an inter-vehicle distance fluctuation range after the transition. The present invention proposes a follow-up running method that keeps the relative speed range with the preceding vehicle within a predetermined range while keeping the minimum.
エンジン／モーターハイブリッド車の省エネルギー性能は、減速時回生ブレーキで車両の有する運動エネルギーを回生し、発進・加速時に前記回生したエネルギーを効率的に活用するところにある。しかし減速時車両の運動エネルギーを回生しても、減速によって失われる運動エネルギーは回生効率分しか回生できない。したがって、減速時車両の有している運動エネルギーを最も効率よく利用する方法は、運動エネルギーを回生して利用するのではなく、直接車両走行に利用する、すなわち惰性走行を行うことである。 The energy saving performance of the engine / motor hybrid vehicle is that the kinetic energy of the vehicle is regenerated by the regenerative braking at the time of deceleration, and the regenerated energy is efficiently used at the start and acceleration. However, even if the kinetic energy of the vehicle at the time of deceleration is regenerated, the kinetic energy lost by the deceleration can be regenerated only for the regenerative efficiency. Therefore, the most efficient method of using the kinetic energy possessed by the vehicle during deceleration is not to regenerate and use the kinetic energy, but to use it directly for vehicle travel, that is, to perform inertial travel.
したがって本願発明における走行制御方法においては、定速走行から追従走行への移行および移行後の追従走行の実行に際しては、加速は極力緩加速を行い、減速は、安全上やむを得ない場合を除いて極力ブレーキ（回生ブレーキを含む）を使用せず、車両の有している運動エネルギーを最大限活用し惰性走行による緩やかな減速を行う。 Therefore, in the travel control method according to the present invention, when performing the transition from the constant speed travel to the follow-up travel and the follow-up travel after the transition, the acceleration is performed as slowly as possible, and the deceleration is performed as much as possible except in the case of safety. The brakes (including regenerative brakes) are not used, and the vehicle's kinetic energy is utilized to the fullest to achieve a slow deceleration by inertial running.
また、渋滞中の走行においては、自車両停止時前方車両との車間距離が自車両の発進・加速による走行距離およびその後の惰性走行による走行距離の和に相当する車間距離以上に達した時発進・加速を開始することによって「発進・加速・（定速走行）・減速・停止」１サイクルでの走行距離を、従来の渋滞走行時に比べて拡大し、その結果として停止状態からの発進・加速頻度を低減する。 Also, when traveling in a traffic jam, start when the distance between the vehicle and the vehicle ahead when the vehicle stops is greater than the vehicle distance corresponding to the sum of the distance traveled by the start / acceleration of the vehicle and the distance traveled by inertial travel thereafter.・ By starting acceleration, the mileage in one cycle of “start / acceleration / (constant speed running) / deceleration / stop” is increased compared to the time of conventional traffic congestion, and as a result, starting / acceleration from a stopped state Reduce frequency.
先ず、速度Ｖｓで走行中の自車が前方距離Ｌの地点に速度Ｖa （但し、 vs ＞ va とする）で走行する前方車両を検知した場合の本願発明による追従走行移行方法および追従走行移行後の走行方法について図１を用いて説明する。
図１において、自車両１１は速度Ｖa で走行する前方車両１２に対し安全車間距離Ｌ1（Ｖa）、（数１）で示される惰性走行距離最大値Ｌ2（Ｖa）、（数２）で示される緩加速度走行距離Ｌ3（Ｖa）最大値、および（数３）で示される相対速度許容範囲、で設定される追従走行領域１３（但し、追従走行領域１３は、（数３）の相対速度範囲と（数７）の車間距離範囲で設定される惰性追従走行領域１４と、（数３）の相対速度範囲と（数８）の車間距離範囲で設定される緩加速度追従走行領域１５で構成される。惰性追従走行領域１４と緩加速度追従走行領域１５の境界となる（数９）で示される車間距離を境界車間距離１６と称する。）を設定し、自車が前方車両との車間距離Ｌ、自車速度Ｖs で走行中の現時点から惰性走行減速度（−αi ）で惰性走行を開始した後、前方車両との相対速度Ｖr がＶr ＝０となる時点で前方車両との予測車間距離Ｌ’ が（数４）を満足するか否かを演算・判定する。但し、予測車間距離Ｌ’ は（数５）で算出される。
First, the following traveling transition method according to the present invention and after the following traveling transition when the vehicle traveling at the speed Vs detects a forward vehicle traveling at a speed Va at a point of the forward distance L (provided that vs> va). The traveling method will be described with reference to FIG.
In FIG. 1, the host vehicle 11 is represented by a safe inter-vehicle distance L1 (Va), an inertial traveling distance maximum value L2 (Va), represented by (Equation 1) with respect to a preceding vehicle 12 traveling at a speed Va. Following traveling region 13 set by the maximum value of the slow acceleration traveling distance L3 (Va) and the relative speed allowable range represented by (Equation 3) (however, the following traveling region 13 is the relative velocity range of (Equation 3)). It is composed of an inertia following traveling region 14 set in the (Equation 7) inter-vehicle distance range, a relative speed range (Equation 3), and a slow acceleration following traveling region 15 set in the (Equation 8) inter-vehicle distance range. The inter-vehicle distance indicated by (Equation 9), which is the boundary between the inertial follow-up travel region 14 and the slow acceleration follow-up travel region 15, is referred to as the boundary inter-vehicle distance 16). Inertia running deceleration (-αi) from the current running speed at own vehicle speed Vs In after starting coasting, calculating and judging whether at the time the relative speed Vr to the preceding vehicle becomes Vr = 0 is predicted inter-vehicle distance L 'between the front vehicle satisfies the equation (4). However, the predicted inter-vehicle distance L ′ is calculated by (Equation 5).
ここで、安全車間距離Ｌ1（Ｖa）は、速度Ｖaで走行する前方車両に速度Ｖaで追従走行する自車両が緊急時安全に停止できる最小車間距離、
惰性走行距離Ｌ2（Ｖa）は、速度Ｖaで走行する前方車両との相対速度Vr＝＋Vr0で走行中の自車両が、減速度（−αi）の惰性走行に移行して後相対速度Vr＝0 になるまでの間に前方車両に接近する相対走行距離、
緩加速度走行距離Ｌ3（Ｖa）は、速度Ｖaで走行する前方車両との相対速度Vr＝−Vr0で走行中の自車両が、緩加速度αaの加速走行に移行して後相対速度Vr＝0 になるまでの間に前方車両から離遠する相対走行距離、
である。
Here, the safe inter-vehicle distance L1 (Va) is the minimum inter-vehicle distance at which the host vehicle that follows the vehicle traveling at the speed Va can safely stop in the event of an emergency.
The inertial travel distance L2 (Va) is the relative speed Vr = 0 after the host vehicle traveling at the relative speed Vr = + Vr0 with the preceding vehicle traveling at the speed Va shifts to the inertial travel at the deceleration (−αi). Relative mileage approaching the vehicle ahead, until
The slow acceleration travel distance L3 (Va) is the relative speed Vr = 0 after the host vehicle traveling at the relative speed Vr = −Vr0 with the preceding vehicle traveling at the speed Va shifts to the acceleration travel at the slow acceleration αa. Relative mileage away from the vehicle ahead,
It is.
（数１）
Ｌ２（Ｖa）＝Vr02 ／（２・αi）
(Equation 1)
L2 (Va) = Vr0 2 /(2.αi)
（数２）
Ｌ３（Ｖa）＝Vr02 ／（２・αa）
(Equation 2)
L3 (Va) = Vr0 2 /(2.αa)
（数３）
−Vr0 ≦ Vr ≦ Vr0
(Equation 3)
−Vr0 ≦ Vr ≦ Vr0
（数４）
Ｌ1（Ｖa）≦Ｌ’ ≦Ｌ1（Ｖa）＋Ｌ2（Ｖa）＋Ｌ3（Ｖa）
(Equation 4)
L1 (Va) ≤L'≤L1 (Va) + L2 (Va) + L3 (Va)
（数５）
Ｌ’ ＝Ｌ−｛（Ｖs −Ｖa）2／（２・αi）｝
(Equation 5)
L ′ = L − {(Vs−Va) 2 / (2 · αi)}
上記判定の結果、予測車間距離Ｌ’ が（数４）を満足した場合は、自車は現時点から惰性走行によって前記追従走行領域に到達可能であるとして追従走行領域に向けての惰性走行を開始する。
予測車間距離Ｌ’（Ｖa） が（数４）を満足しない場合は、その時点の自車速度Ｖsで一定時間Ｔi あるいは一定走行距離Ｄi 走行を行った後、改めてその時点での車間距離Ｌ、自車速度Ｖs、前方車両速度Ｖa を検知して上記（数1）〜（数５）を用いての追従走行領域の設定、惰性走行による追従走行領域への到達可否の判定を、追従走行領域到達可となるまで繰り返してのち追従走行領域に向けての惰性走行を開始する。
If the predicted inter-vehicle distance L ′ satisfies (Expression 4) as a result of the above determination, the vehicle starts inertial traveling toward the following traveling region on the assumption that the vehicle can reach the following traveling region by inertial traveling from the present time. To do.
If the predicted inter-vehicle distance L ′ (Va) does not satisfy (Equation 4), after traveling for a certain time Ti or a certain travel distance Di at the current vehicle speed Vs, the inter-vehicle distance L, The following traveling region is determined by detecting the own vehicle speed Vs and the forward vehicle speed Va and setting the following traveling region using the above (Equation 1) to (Equation 5) and determining whether or not the following traveling region can be reached by inertial traveling. It repeats until it becomes reachable, and then starts inertial traveling toward the following traveling region.
追従走行領域に向けての惰性走行開始後、自車−前方車両間相対速度ＶrがＶr ＝０となった時点で自車−前方車両車間距離Ｌが（数6）を満足した場合、自車は追従走行領域に入ったとして追従走行移行動作は終了する。 When the vehicle-to-front vehicle relative speed Vr reaches Vr = 0 after the inertial traveling toward the following traveling region starts, the vehicle-to-front vehicle distance L satisfies (Expression 6). If the vehicle has entered the follow-up running region, the follow-up running transition operation ends.
（数６）
Ｌ1（Ｖa）≦Ｌ≦Ｌ1（Ｖa）＋Ｌ2（Ｖa）＋Ｌ3（Ｖa）
(Equation 6)
L1 (Va) ≦ L ≦ L1 (Va) + L2 (Va) + L3 (Va)
次に、上記によって追従走行への移行を終了した時点で自車と前方車両の車間距離Ｌが（数７）を満足する状態である場合は減速度（−αi）での惰性走行を継続する。
また追従走行への移行を終了した時点で自車と前方車両の車間距離Ｌが（数８）を満足する場合は緩加速度αaの緩加速度走行をおこなう。
Next, if the distance L between the host vehicle and the preceding vehicle satisfies the equation (7) at the time when the transition to the follow-up running is completed as described above, the inertial running at the deceleration (−αi) is continued. .
Further, when the distance L between the host vehicle and the preceding vehicle satisfies (Expression 8) when the transition to the follow-up traveling is completed, the vehicle travels at a slow acceleration with a slow acceleration αa.
即ち、追従走行に移行終了後の追従走行領域１３において、惰性追従走行領域１４で惰性走行中相対速度VｒがVｒ＝０なる状態を経由した後惰性走行中車間距離Ｌが（数９）に示す距離（境界車間距離）に拡大あるいは相対速度Vｒが（数１０）に示す速度に減少した場合は惰性走行から緩加速度αaの緩加速度走行に、
また、、緩加速度追従走行領域１５で緩加速度走行中相対速度VｒがVｒ＝０なる状態を経由した後車間距離Ｌが（数８）の状態から（数９）に示す距離（境界車間距離）に短縮あるいは相対速度Vｒが（数１１）に示す速度に増加した場合は緩加速度走行から減速度αi の惰性走行に、
各々移行する。
以上のごとく惰性追従走行領域１４、緩加速度追従走行領域１５への移行を車間距離Lが境界車間距離に達するごとに繰り返し行うことによって自車は急加速・急減速無しでの安全でかつ効率的な前方車両走行速度に対応した追従走行を行うことができる。
That is, in the follow-up running region 13 after the transition to the follow-up running, the following distance L during the inertia running through the state where the inertial running relative speed Vr is Vr = 0 in the inertia following follow-up region 14 is shown in (Equation 9). When the distance (boundary inter-vehicle distance) increases or the relative speed Vr decreases to the speed shown in (Expression 10),
In addition, the distance L between the following distances from the state of (Equation 8) through the state in which the relative speed Vr during the slow acceleration traveling in the slow acceleration following traveling region 15 is Vr = 0 (the distance between the boundary vehicles) shown in (Equation 9). Or when the relative speed Vr increases to the speed shown in (Equation 11), from slow acceleration to inertial running with deceleration αi,
Migrate each.
As described above, by repeating the transition to the inertia following traveling region 14 and the slow acceleration following traveling region 15 every time the inter-vehicle distance L reaches the boundary inter-vehicle distance, the host vehicle is safe and efficient without sudden acceleration / deceleration. It is possible to perform follow-up traveling corresponding to the forward vehicle traveling speed.
（数７）
Ｌ1（Ｖa）≦Ｌ＜Ｌ1（Ｖa）＋Ｌ2 （Ｖa）
(Equation 7)
L1 (Va) ≦ L <L1 (Va) + L2 (Va)
（数８）
Ｌ1（Ｖa）＋Ｌ2（Ｖa）＜Ｌ ≦Ｌ1（Ｖa）＋Ｌ2（Ｖa） ＋Ｌ3（Ｖa）
(Equation 8)
L1 (Va) + L2 (Va) <L ≦ L1 (Va) + L2 (Va) + L3 (Va)
（数９）
Ｌ＝Ｌ1（Ｖa）＋Ｌ2 （Ｖa）
(Equation 9)
L = L1 (Va) + L2 (Va)
（数１０）
Ｖｒ＝−Ｖr0
(Equation 10)
Vr = -Vr0
（数１１）
Ｖｒ＝＋Ｖr0
(Equation 11)
Vr = + Vr0
追従走行中、前方車両との相対速度ＶrがＶr ＝０に達した時点の車間距離Ｌ
が（数７）および（数８）を満足しない場合、すなわち（数１２）あるいは（数１３）を満足する場合は、ともに前方車両速度
Ｖaの大幅変動等によって、エラーが起きたとして、（数１２）を満足する場合はブレーキによって車間距離ＬをＬ＞Ｌ1（Ｖa） となるまで拡大してのち、また、（数１３）を満足する場合は緩加速度走行によって車間距離ＬをＬ＜Ｌ1（Ｖa）＋Ｌ2（Ｖa）＋Ｌ3（Ｖa）にまで縮小してのち、各々上記追従走行を行う。
During follow-up, the inter-vehicle distance L when the relative speed Vr with the preceding vehicle reaches Vr = 0.
If (Equation 7) and (Equation 8) are not satisfied, that is, if (Equation 12) or (Equation 13) is satisfied, it is assumed that an error has occurred due to a large change in the forward vehicle speed Va. When satisfying 12), the inter-vehicle distance L is increased by the brake until L> L1 (Va), and when (Equation 13) is satisfied, the inter-vehicle distance L is reduced to L <L1 ( After the reduction to Va) + L2 (Va) + L3 (Va), the following running is performed.
（数１２）
Ｌ ＜Ｌ1（Ｖa）
(Equation 12)
L <L1 (Va)
（数１３）
Ｌ＞Ｌ1（Ｖa）＋Ｌ2（Ｖa）＋Ｌ3（Ｖa）
(Equation 13)
L> L1 (Va) + L2 (Va) + L3 (Va)
上記においては惰性走行時の減速度（−αi）は、前方車両速度Vaに対応して一定としているが、実際には走行する道路状態（道路勾配、道路面状況等）によって変化する。この補正に関しては、例えば車両に搭載するカーナビゲーションシステムの地図データベースに減速度補正係数を道路ごとに保持し、それを用いて補正する方法がある。 In the above description, the deceleration (−αi) during coasting is constant corresponding to the forward vehicle speed Va, but actually changes depending on the road conditions (road gradient, road surface conditions, etc.). With regard to this correction, for example, there is a method in which a deceleration correction coefficient is held for each road in a map database of a car navigation system mounted on a vehicle and is corrected using the same.
以上、定速走行中前方車両を検知した後追従走行に移行し、追従走行を継続する方法を説明したが、この考え方は渋滞中車両の省エネルギー走行にも適用できる。
即ち、速度：Ｖsで走行中の自車両から距離Ｌの地点に停止中あるいは低速で走行中の前方車両（速度：Ｖa 、Ｖs ＞Ｖa ≦Ｖa0 ）を検知した場合、前記追従走行の場合と同様の追従走行領域の設定・判定および追従走行領域に向けての走行を行い、その結果自車両は前方車両に対して相対速度Ｖr がＶr＝０になる時点で車間距離Ｌが前記（数６）を満足する距離範囲内に到達する。
As described above, the method of shifting to the follow-up running after detecting the front vehicle during the constant speed running and continuing the follow-up running has been described, but this concept can also be applied to the energy-saving running of the vehicle in the traffic jam.
That is, when a preceding vehicle that is stopped at a distance L from the host vehicle that is traveling at the speed: Vs or is traveling at a low speed (speed: Va, Vs> Va ≦ Va0) is detected, it is the same as in the case of the following traveling. The following traveling region is set and determined, and traveling toward the following traveling region is performed. As a result, when the relative speed Vr of the host vehicle becomes Vr = 0 with respect to the preceding vehicle, the inter-vehicle distance L is equal to (Expression 6). Reach within the distance range.
その後の惰性走行中あるいは停止中の自車においては、前方車両の移動によって車間距離Ｌが（数１３）になるまで待って、緩加速度αa で自車両速度Ｖsが（数１４）に達するまで発進・加速を行い、その後前方車両との車間距離Ｌが（数９）の距離に縮小（接近）するまで前記（数１４）の速度で定速走行し、車間距離Ｌが（数９）の距離まで接近した時点で緩加速度走行を減速度（−αi ）での惰性走行に切り替えて走行する。
惰性走行移行後は、車間距離Lが安全車間距離L１になるまで、あるいは自車速Ｖｓが０あるいは極低速になるまで惰性走行を継続する。
After that, when the vehicle is running or stopped, the vehicle waits until the inter-vehicle distance L reaches (Equation 13) due to the movement of the preceding vehicle, and starts until the own vehicle speed Vs reaches (Equation 14) with a slow acceleration αa. Accelerate, then drive at a constant speed at the speed of (Equation 14) until the inter-vehicle distance L with the preceding vehicle is reduced (approached) to the distance of (Equation 9), and the inter-vehicle distance L is the distance of (Equation 9). When the vehicle approaches the vehicle, it switches from slow acceleration to inertial running with deceleration (-αi).
After the transition to inertial running, the inertial running is continued until the inter-vehicle distance L becomes the safe inter-vehicle distance L1, or until the host vehicle speed Vs becomes 0 or extremely low.
（数１４）
Ｖs ＝Ｖa ＋Ｖr0
(Equation 14)
Vs = Va + Vr0
上記惰性走行中あるいは自車速Vsがごく小さくなって停止後、前方車両が移動して車間距離が再び（数１３）まで拡大した場合再度前記発進・加速および惰性走行を行い、これを渋滞離脱まで（即ち前方車両速度Ｖa がＶa＞Ｖa0 となるまで）繰り返す。 During the inertial driving or when the host vehicle speed Vs becomes very small and stops, the vehicle ahead moves and the inter-vehicle distance increases again to (Equation 13). (That is, until the front vehicle speed Va becomes Va> Va0).
ここで渋滞走行における発進・加速を開始する条件としての（数１３）に示す車間距離Ｌは、通常の渋滞走行時の発進・加速開始時の車間距離より大きくなるようにＬ2(Ｖa) ＋Ｌ3(Va)即ち、前方走行車速度Ｖa が（数１５）を満足する場合の許容相対速度Ｖr0、を設定する。 Here, the inter-vehicle distance L shown in (Equation 13) as a condition for starting start / acceleration in traffic jam traveling is L2 (Va) + L3 () so as to be larger than the inter-vehicle distance at the start / acceleration start in normal traffic jam travel. Va) That is, an allowable relative speed Vr0 when the forward traveling vehicle speed Va satisfies (Expression 15) is set.
（数１５）
０≦Ｖa ≦Ｖa0
(Equation 15)
0 ≦ Va ≦ Va0
上記のごとく渋滞走行を行うことによって、従来の渋滞走行時よりも発進・加速頻度、減速頻度が少なく、かつ「発進・加速・（定速走行）・減速」１サイクルの渋滞走行における走行距離が長くなることから、通常の渋滞時の走行に比して省エネルギー化・排出ガス量削減化が可能となる。 By performing the traffic jam as described above, the start / acceleration frequency and the deceleration frequency are less than in the conventional traffic jam travel, and the travel distance in the “start / acceleration / (constant speed travel) / deceleration” 1-cycle traffic jam travel is reduced. Since it becomes longer, it is possible to save energy and reduce the amount of exhaust gas compared to normal traveling during traffic jams.
本願発明によって、一般道路あるいは自動車専用道において、前方車両を検知してのちの追従走行への移行、および追従走行移行後の追従走行の継続、を安全かつ効率的に行うことができ、車両のエネルギー回生機能有無にかかわらず、車両の省エネルギーおよび排出ガス量削減走行に大きく寄与することができる。特に特許文献２、特許文献３等に示す「交差点無停止走行制御システム」における前方車両への追従走行に有効である。 According to the present invention, it is possible to safely and efficiently perform the transition to the follow-up running after detecting the preceding vehicle and the continuation of the follow-up run after the follow-up run transition on the ordinary road or the exclusive road for automobiles. Regardless of the presence or absence of the energy regeneration function, it can greatly contribute to the energy saving and emission reduction driving of the vehicle. In particular, this is effective for following traveling to the preceding vehicle in the “intersection non-stop traveling control system” shown in Patent Document 2, Patent Document 3, and the like.
また、本願発明の方法での渋滞走行によって、従来の渋滞走行時における頻度よりも少ない頻度で発進・加速・減速の繰り返し走行を行うことになり、また減速は原則的にはブレーキによる減速を行なわずに惰性走行による減速を行うことによって、省エネルギーかつ排出ガス量を低減した渋滞走行が可能になる。 In addition, due to traffic jams according to the method of the present invention, the vehicle repeatedly starts, accelerates, and decelerates at a frequency less than the frequency during conventional traffic jams. Without slowing down by coasting, it is possible to travel in traffic jams with energy saving and reduced exhaust gas.
本願発明の実施は基本的にはＡＣＣ（Ａｄａｐｔｉｖｅ Ｃｒｕｉｓｅ Ｃｏｎｔｒｏｌ）装置の改良で可能である。また従来のＡＣＣ装置の構成要素の一つであるレーダ機能に代えて、あるいは加えて、自車位置特定機能たとえばＧＰＳ受信機及び車車間通信機能を設ける方法もある。 The present invention can be basically implemented by improving an ACC (Adaptive Cruise Control) apparatus. Further, instead of or in addition to the radar function which is one of the components of the conventional ACC device, there is a method of providing a vehicle position specifying function such as a GPS receiver and a vehicle-to-vehicle communication function.
以下実施例１にレーダ方式ＡＣＣ装置による本願発明実施例を、実施例２に車車間通信方式ＡＣＣ装置による本願発明実施例を、各々示す。 The first embodiment of the present invention using a radar ACC device is shown in the first embodiment, and the second embodiment of the present invention using a vehicle-to-vehicle communication ACC device is shown in a second embodiment.
レーダ方式ＡＣＣ装置機能図を図２に、図２中の演算制御部２２における追従走行制御手順例を図４に、また渋滞走行制御手順例を図５に、各々示す。
図２において、
２０は、レーダ２１および演算制御部２２で構成されるＡＣＣ装置、
２１は、自車両から前方車両までの距離Ｌおよび自車速度Ｖsに対する前方車両の相対速度Ｖr を検知するレーダ、
２２は、レーダ２１出力である自車両から前方車両までの距離Ｌ情報および自車速度Ｖsに対する前方車両の相対速度Ｖr情報、自車両から得られる自車速度Ｖs 情報、ドライバーが設定する自車両走行に際しての設定速度情報および走行制御有無情報、から自車両走行のための速度制御情報、車両駆動／惰性走行制御情報を自車両の駆動力出力機構・駆動力伝達機構・制動制御機構に対して出力する演算制御部、
である。
A radar system ACC device functional diagram is shown in FIG. 2, an example of a follow-up running control procedure in the arithmetic control unit 22 in FIG. 2 is shown in FIG. 4, and an example of a traffic jam running control procedure is shown in FIG.
In FIG.
20 is an ACC device composed of a radar 21 and an arithmetic control unit 22;
21 is a radar that detects the relative speed Vr of the front vehicle with respect to the distance L from the own vehicle to the preceding vehicle and the own vehicle speed Vs;
Reference numeral 22 denotes a radar 21 output distance L information from the own vehicle to the preceding vehicle, relative speed Vr information of the preceding vehicle with respect to the own vehicle speed Vs, own vehicle speed Vs information obtained from the own vehicle, and own vehicle travel set by the driver. The speed control information for driving the vehicle and the vehicle driving / inertia driving control information are output to the driving force output mechanism / driving force transmission mechanism / braking control mechanism of the own vehicle from the set speed information and the traveling control presence / absence information at the time Arithmetic control unit,
It is.
図２中の演算制御部における追従走行への移行および追従走行継続のための車両走行制御手順を図４に示す。
図４において、
４０１は、走行制御手順開始点、
４０２は、ドライバーからの走行制御を開始するか否かの指示の有無を判断する走行制御開始判定処理、
４０３は、処理４０２で走行制御指示があると判定した後、レーダ検知距離範囲内前方に車両があるか否かを判定する前方車両有無判定処理、
４０４は、処理４０３で前方車両無しと判定した場合、あらかじめACC装置に設定されている定速走行速度で車両を走行させる定速走行処理、
FIG. 4 shows a vehicle travel control procedure for transition to follow-up running and continuation of follow-up running in the arithmetic control unit in FIG.
In FIG.
401 is the starting point of the travel control procedure,
402 is a travel control start determination process for determining whether or not there is an instruction on whether or not to start the travel control from the driver;
403 is a front vehicle presence / absence determination process for determining whether or not there is a vehicle ahead in the radar detection distance range after determining that there is a travel control instruction in process 402;
404 is a constant speed traveling process for traveling the vehicle at a constant speed traveling speed set in advance in the ACC device when it is determined in the process 403 that there is no preceding vehicle;
４０５は、処理４０３で前方車両有と判定した場合、前方車両までの車間距離L、相対速度Vr 、および自車速Vｓを検知して、自車速と相対速度から前方車両速度Va をVa ＝Vs−Vr （但し、自車に前方車両が接近する場合：Vr ＞０、離遠していく場合：Vr＜０、）より算出した後、前方車両速度Vaに対応する安全車間距離L1、惰性走行距離L2 を前記（数１）から、緩加速度走行距離L3 を（数３）から、各々設定して、追従走行領域（車間距離：L１〜L１＋L2＋L3 、相対速度：−Vr 〜 Vr で定まる領域）を設定する追従走行領域設定処理１、
４０６は、自車両、前方車両の現状下で、自車両が惰性走行を行った場合相対速度Vｒ＝０時点で前記追従走行領域に到達可能か否かを判定する追従走行移行可否判定処理、
４０７は、処理４０６で、追従走行移行不可と判定した場合に一定時間（あるいは一定距離）現状の通常走行を継続する通常走行継続処理、
If it is determined in step 403 that the front vehicle is present, the vehicle speed 405 detects the inter-vehicle distance L, the relative speed Vr, and the own vehicle speed Vs to the preceding vehicle, and determines the forward vehicle speed Va from the own vehicle speed and the relative speed as Va = Vs−. After calculating from Vr (however, when the vehicle ahead approaches the vehicle: Vr> 0, when moving away: Vr <0,), the safe inter-vehicle distance L1 corresponding to the vehicle speed Va and the inertial mileage Set L2 from (Equation 1) and slow acceleration travel distance L3 from (Equation 3), respectively, and set the following travel area (inter-vehicle distance: L1-L1 + L2 + L3, relative speed: area determined by -Vr-Vr). Follow-up running area setting process 1
406 is a follow-up travel transition determination process for determining whether the follow-up travel area can be reached at the relative speed Vr = 0 when the self-vehicle travels inertially under the current conditions of the host vehicle and the preceding vehicle.
Reference numeral 407 denotes a normal travel continuation process in which the current normal travel is continued for a certain period of time (or a certain distance) when it is determined in the process 406 that the follow-up travel transition is impossible.
４０８は、処理４０６で追従走行移行可と判定した場合、その時点の自車両走行速度Vsから惰性走行に移行する惰性走行開始処理、
４０９は、処理４０８で惰性走行開始して後、処理４０５と同様前方車両との車間距離L 、前方車両速度Va 、自車速度Vs を検知・演算し、追従走行領域を設定する追従走行領域設定処理２、
４１０は、現時点で、自車両と前方車両との車間距離LがL ≧ L１であるか否か、すなわち安全車間距離以上であるか否かを判定する、安全車間距離判定処理、
４１１は、処理４１０で車間距離Lが安全車間距離未満であると判定した場合は、安全車間距離を確保するため直ちに、制動処理（この場合は、回生ブレーキあるいは摩擦ブレーキを使用する）を行う制動処理、
４１２は、相対速度Vr がVr ＝０になったか否か、すなわち自車が追従走行領域内に入ったか否かを判定するタイミングに達したか否かを判定する相対速度０判定処理、
408 is an inertial travel start process for transitioning to coasting from the current vehicle traveling speed Vs when it is determined in step 406 that it is possible to transition to follow-up traveling,
In step 409, after starting inertial traveling in step 408, the following traveling region setting for detecting and calculating the inter-vehicle distance L, the forward vehicle speed Va, and the host vehicle speed Vs with the preceding vehicle is set in the same manner as in step 405. Process 2,
410 is a safe inter-vehicle distance determination process that determines whether or not the inter-vehicle distance L between the host vehicle and the preceding vehicle is L ≧ L1, that is, whether the inter-vehicle distance is equal to or greater than the safe inter-vehicle distance.
In step 411, when it is determined in the process 410 that the inter-vehicle distance L is less than the safe inter-vehicle distance, a braking process (in this case, using a regenerative brake or a friction brake) is performed immediately to secure the safe inter-vehicle distance. processing,
412 is a relative speed 0 determination process for determining whether or not the relative speed Vr has reached Vr = 0, that is, whether or not the timing for determining whether or not the vehicle has entered the following traveling region has been reached.
４１３は、以降追従走行処理を行うか、渋滞走行を行うかを判定する渋滞走行判定処理５０２（本図には示さず、図５に示す）へ移行のための結合子A 、
４１４は、図５渋滞走行判定処理５０２において判定の結果渋滞走行を行わないと判定された場合に処理４１５に移行する結合子B、
４１５は、現状自車両が惰性追従走行領域中、すなわち車間距離Lが（数７）を、また相対速度Vrが（数３）を 満足する領域中、にあるか否かを判定する惰性追従走行領域判定処理、
４１６は、現状自車両が緩加速度追従走行領域中、すなわち車間距離Lが（数８）を、また相対速度Vrが（数３）を 満足する領域中、にあるか否かを判定する緩加速度追従走行領域判定処理、
Reference numeral 413 denotes a connector A for shifting to a traffic jam determination process 502 (not shown in this figure but shown in FIG. 5) for determining whether to perform a follow-up driving process or a traffic jam.
Reference numeral 414 denotes a connector B that shifts to the process 415 when it is determined in the traffic jam determination process 502 in FIG.
415 is an inertia follow-up run that determines whether or not the current vehicle is in the inertia follow-up running region, that is, whether the inter-vehicle distance L is in the formula (7) and the relative speed Vr satisfies the formula (3). Area determination processing,
416 is a slow acceleration that determines whether or not the current vehicle is in the slow acceleration following travel region, that is, the inter-vehicle distance L is in the equation (8) and the relative speed Vr is in the region that satisfies the equation (3). Follow-up travel area determination process,
４１７は、処理４１５において惰性追従走行領域にあると判定された場合、惰性走行を行う惰性走行処理、
４１８は、処理４１７で惰性走行を行って後、処理４０５あるいは処理４０９と同様前方車両との車間距離L 、前方車両速度Va 、自車速度Vs を検知・演算し、追従走行領域を設定する追従走行領域設定処理３、
４１９は、処理４１８の結果、自車両は惰性走行から緩加速度走行に移行すべき状態に達したか否かを（数９）および（数１０）より判定する緩加速度走行移行判定処理、
417 is an inertia running process for performing inertia running when it is determined in the process 415 that the vehicle is in the inertia following running area;
Step 418 detects and calculates the inter-vehicle distance L, the forward vehicle speed Va, and the own vehicle speed Vs with the preceding vehicle after performing inertial traveling in Step 417, and sets the following traveling region. Travel area setting process 3,
419 is a slow acceleration travel transition determination process in which it is determined from (Equation 9) and (Equation 10) whether or not the vehicle has reached a state where it should transition from inertial travel to slow acceleration travel as a result of the process 418.
４２０は、処理４１６において緩加速度追従走行領域にあると判定された場合、緩加速度走行を行う惰性走行処理、
４２１は、処理４２０で緩加速度走行を行って後、処理４０５、処理４０９あるいは処理４１８と同様前方車両との車間距離L 、前方車両速度Va 、自車速度Vs を検知・演算し、追従走行領域を設定する追従走行領域設定処理４、
４２２は、処理４２１の結果、自車両は緩加速度走行から惰性走行に移行すべき状態に達したか否かを（数９）および（数１１）から判定する惰性走行移行判定処理、
である。
420 is an inertia running process that performs a slow acceleration running when it is determined in the slow acceleration following running area in the process 416;
421 detects and calculates the inter-vehicle distance L, the forward vehicle speed Va, and the host vehicle speed Vs from the preceding vehicle, after performing the slow acceleration traveling in the processing 420, as in the processing 405, processing 409 or processing 418, Follow-up running area setting process 4 for setting
422 is an inertia traveling transition determination process for determining whether or not the vehicle has reached a state where it should transition from the slow acceleration traveling to the inertia traveling as a result of the processing 421, from (Equation 9) and (Equation 11);
It is.
次に、図２中の演算制御部における渋滞走行の車両走行制御手順を図５に示す。
図５において、
５０１は、図４に示す結合子A（処理４１３）に接続する結合子A、
５０２は、自車両が渋滞走行すべき状況にあるか追従走行すべき状況にあるかの判定を、前方車両速度Vaが（数１５）を満足するか否かで判定する渋滞走行判定処理、
５０３は、処理５０２の判定の結果、自車両は渋滞走行ではなく追従走行すべき状況にあると判定した場合に図４の結合子B（処理４１４）経由処理４１５に移行する結合子B、
Next, FIG. 5 shows a vehicle travel control procedure for traffic congestion in the arithmetic control unit in FIG.
In FIG.
Reference numeral 501 denotes a connector A connected to the connector A (process 413) shown in FIG.
502 is a traffic jam determination process for determining whether the host vehicle is in a traffic jam driving condition or a vehicle following driving condition based on whether or not the forward vehicle speed Va satisfies (Expression 15);
503 is a connector B that shifts to the process 415 via the connector B (process 414) of FIG. 4 when it is determined that the host vehicle is not in a traffic jam and should follow the vehicle as a result of the determination in the process 502.
５０４は、処理５０２において自車両は渋滞走行すべき状況にあると判定した場合、車間距離Lが（数１３）を満足するか否か、すなわち緩加速度走行を開始すべきか否かを判定する緩加速走行開始判定処理、
５０５は、処理５０４で緩加速度走行開始と判定した場合に、緩加速度αaでの緩加速度走行を開始する緩加速度走行開始処理、
If it is determined in step 502 that the host vehicle is in a situation where the vehicle should be traveling in a congested state, 504 determines whether or not the inter-vehicle distance L satisfies (Expression 13), that is, whether or not the slow acceleration traveling should be started. Acceleration running start determination processing,
505 is a slow acceleration running start process for starting slow acceleration running at the slow acceleration αa when it is determined that the slow acceleration running is started in the process 504;
５０６は、処理５０４において車間距離が（数１３）を満足しないと判定した場合に、車間距離Lが（数９）まで短縮したか否かから緩加速度走行継続あるいは（数１４）に示される自車速Vｓでの定速走行継続を判定する緩加速走行継続判定処理、
５０７は、処理５０６で緩加速度走行継続と判定した場合には、自車速Vｓが（数１４）を満足するまで緩加速度αa の緩加速度走行を、あるいは自車速Vsが（数１４）を満足した後は（数１４）に示される速度での定速走行を、各々行う緩加速度走行継続処理、
If it is determined in the process 504 that the inter-vehicle distance does not satisfy (Equation 13), whether the inter-vehicle distance L has been shortened to (Equation 9) or not is continued from the low acceleration or is expressed by (Equation 14). Slow acceleration travel continuation determination process for determining whether to continue constant speed at vehicle speed Vs,
If it is determined in step 506 that the slow acceleration running is continued, the vehicle accords with the slow acceleration αa until the own vehicle speed Vs satisfies (Expression 14), or the own vehicle speed Vs satisfies (Expression 14). After that, a slow acceleration running continuation process in which constant speed running at the speed shown in (Equation 14) is performed,
５０８は、車間距離Lが（数７）に示される距離までに縮小したか否かから惰性走行可否の判定をする惰性走行判定処理、
５０９は、処理５０８で惰性走行と判定した場合には、減速度（−αi ）での惰性走行を行う惰性走行処理、
５１０は、処理５０８で車間距離Lが安全車間距離L１未満になった（（数１２）を満足した）と判定された場合、安全のためのブレーキによる制動を行う制動処理、
５１１は、処理５０５、５０７、５０９、５１０、の後前方車両との車間距離L 、前方車両速度Va 、自車速度Vs を検知・演算し、追従走行領域を設定する追従走行領域設定処理５、
である。
以上のごとき制御により、従来の追従走行あるいは渋滞走行に比してブレーキ使用頻度の少ない、その結果としてのエネルギー消費量および排出ガス量の少ない、走行が可能になる。
508 is an inertial traveling determination process for determining whether inertial traveling is possible based on whether or not the inter-vehicle distance L is reduced to the distance shown in (Equation 7);
509 is an inertial traveling process for performing inertial traveling at a deceleration (−αi) when the inertial traveling is determined in the process 508;
510 is a braking process in which braking is performed by a brake for safety when it is determined in the process 508 that the inter-vehicle distance L has become less than the safe inter-vehicle distance L1 (the expression (12) is satisfied);
511, processing 505, 507, 509, 510, following distance range setting processing 5 for detecting and calculating the inter-vehicle distance L with the rear front vehicle, the front vehicle speed Va, the host vehicle speed Vs, and setting the following traveling area;
It is.
By the control as described above, it is possible to travel with less brake use frequency as compared with conventional follow-up traveling or traffic jam traveling, and as a result, less energy consumption and less exhaust gas.
車車間通信方式ＡＣＣ装置機能図を図３に、示す。
図３において、
３０は、車車間通信装置３１、ＧＰＳ受信機３３、および演算制御部３２で構成されるＡＣＣ装置、
３１は、自車両と前方車両の間で通信を行い、前方車両の走行速度Ｖaおよび前方車両の位置情報を得る車車間通信装置、
３３は、自車両の位置を特定するＧＰＳ受信機であり、本ＧＰＳ受信機での自車位置特定は前方車両の位置特定と同期して行う必要がある。
３２は、車車間通信装置３１出力である前方車両走行速度Ｖaおよび前方車両位置情報、ＧＰＳ受信機３３出力である自車位置情報、および自車両の有する自車速Ｖs 情報、から自車両―前方車両間距離Ｌおよび相対速度Ｖr （Ｖr ＝Ｖs−Ｖa より算出）を算出すること以外は前記実施例１の演算制御部２２におけると同様な演算処理および各種情報の入出力を行う演算制御部、
である。
The inter-vehicle communication system ACC device functional diagram is shown in FIG.
In FIG.
30 is an ACC device composed of an inter-vehicle communication device 31, a GPS receiver 33, and an arithmetic control unit 32;
31 is an inter-vehicle communication device that performs communication between the host vehicle and the preceding vehicle, and obtains the traveling speed Va of the preceding vehicle and the position information of the preceding vehicle,
Reference numeral 33 denotes a GPS receiver that identifies the position of the host vehicle. The position of the host vehicle by the GPS receiver needs to be synchronized with the position of the preceding vehicle.
32, from the vehicle-to-vehicle communication device 31 output, the forward vehicle travel speed Va and the forward vehicle position information, the own vehicle position information as the GPS receiver 33 output, and the own vehicle speed Vs information of the own vehicle. An arithmetic control unit that performs the same arithmetic processing and input / output of various types of information as in the arithmetic control unit 22 of the first embodiment except that the distance L and the relative speed Vr (calculated from Vr = Vs−Va) are calculated;
It is.
また上記ACC装置演算制御部における処理手順は、前記のとおり、車車間通信によって得られる前方車両の速度Va情報と自車速度Vｓ情報から相対速度情報Vrを得ること、および車車間通信によって得られる前方車両位置情報と前記前方車両位置情報獲得と同期して獲得した自車位置情報から車間距離情報Lを得ること、以外はまったく同様であるのでここでの説明は省略する。 Further, as described above, the processing procedure in the ACC device arithmetic control unit is obtained by obtaining the relative speed information Vr from the speed Va information and the own vehicle speed Vs information obtained by the vehicle-to-vehicle communication and by the vehicle-to-vehicle communication. Since it is exactly the same except that the inter-vehicle distance information L is obtained from the preceding vehicle position information and the own vehicle position information acquired in synchronization with the acquisition of the preceding vehicle position information, the description here is omitted.
以上述べたごとく本願発明による車両走行制御方法によって、通常走行中の車両の前方車両へのスムーズで効率的な追従走行への移行、前方車両への追従走行開始後の安定・安全・効率的走行、および渋滞走行時の発進・加速および制動頻度の低減による安全でエネルギー消費の少ない走行、が可能となり車両の省エネルギー、排出ガス削減に大きな効果をもたらすことができる。
特に本願発明による単独走行から追従走行への移行、移行後の追従走行方法は、交差点無停止走行制御システム（交差点信号状態遷移タイミング情報等から車両の走行速度を制御して交差点を青信号無停止で通過するシステム、特許文献２、３を参照されたい）における前方車両追従移行および追従走行時において有効である。
As described above, by the vehicle travel control method according to the present invention, the transition of the vehicle during normal travel to smooth and efficient follow-up to the preceding vehicle, and stable, safe and efficient travel after the start of follow-up to the preceding vehicle is started. In addition, it is possible to perform safe and low energy consumption driving by starting / acceleration and reducing braking frequency when driving in a traffic jam, which can have a great effect on vehicle energy saving and exhaust gas reduction.
In particular, according to the present invention, the transition from isolated traveling to following traveling, the following traveling method after the transition, is the intersection non-stop traveling control system (controls the vehicle traveling speed from the intersection signal state transition timing information, etc. This is effective during forward vehicle following transition and following traveling in a passing system (see Patent Documents 2 and 3).
１１：自車両
１２：前方車両
１３：追従走行領域
１４：惰性追従走行領域
１５：緩加速度追従走行領域
１６：境界車間距離
Ｌ：自車両−前方車両車間距離
Ｖs：自車速度、
Ｖa：前方車両速度、
Ｖa0：渋滞走行時の前方車両速度最大値、
Ｖr：自車−前方車両相対速度（＞０：離遠しつつあるとき、＜０：接近しつつあるとき）、
αi（Ｖa）、αi：前方車両速度Ｖa に対応する惰性走行減速度絶対値、
αa ：緩加速度、
Ｖr0(Ｖa)、Ｖr0：追従走行領域における前方車両速度Ｖa に対応する自車−前方車両許容相対速度最大値、
Ｌ1（Ｖa）、Ｌ1：前方車両速度Ｖa に対応する自車−前方車両間安全車間距離
Ｌ2（Ｖa）、Ｌ2：前方車両速度Ｖa に対応する、（数１）で示される、惰性走行距離最大値、惰性走行領域車間距離、
Ｌ3（Ｖa）、Ｌ3：前方車両速度Ｖa に対応する、（数２）で示される、緩加速度走行距離最大値、緩加速度走行領域車間距離、
Ｌ１＋Ｌ2：境界車間距離、
Ｌ’ ：予測車間距離、
11: Own vehicle 12: Front vehicle 13: Follow-up running region 14: Inertia follow-up running region 15: Slow acceleration follow-up running region 16: Boundary inter-vehicle distance L: Own vehicle-forward vehicle inter-vehicle distance Vs: own vehicle speed,
Va: Front vehicle speed,
Va0: Maximum value of forward vehicle speed when driving in a traffic jam,
Vr: host vehicle-front vehicle relative speed (> 0: when moving away, <0: when approaching),
αi (Va), αi: Inertia travel deceleration absolute value corresponding to the forward vehicle speed Va,
αa: slow acceleration,
Vr0 (Va), Vr0: own vehicle-front vehicle allowable relative speed maximum value corresponding to the forward vehicle speed Va in the follow-up traveling region,
L1 (Va), L1: The vehicle-to-front vehicle safety distance L2 (Va) corresponding to the forward vehicle speed Va, L2: The forward inertia distance maximum corresponding to the forward vehicle speed Va, as shown in (Equation 1) Value, inertial driving range, inter-vehicle distance,
L3 (Va), L3: corresponding to the forward vehicle speed Va, the maximum value of the slow acceleration travel distance, the slow acceleration travel range inter-vehicle distance represented by (Equation 2),
L1 + L2: Boundary distance between vehicles
L ′: predicted inter-vehicle distance,
Claims (3)
ここで、
Ｌ：自車両−前方車両車間距離
Ｖa：前方車両速度、
Ｖr：自車−前方車両相対速度
Ｖr0：追従走行領域における前方車両速度Ｖa に対応する自車−前方車両許容相対速度最大値、
Ｌ1：前方車両速度Ｖa に対応する自車−前方車両間安全車間距離
Ｌ2：前方車両速度Ｖa に対応する、（数１）で示される、惰性走行距離最大値、
Ｌ3：前方車両速度Ｖa に対応する、（数２）で示される、緩加速度走行距離最大値、
Ｌ１＋Ｌ2：境界車間距離、
である。 Between the own vehicle and the forward traveling vehicle, an allowable range of relative speed between the own vehicle and the forward vehicle corresponding to the forward vehicle speed Va (−Vr0 ≦ Vr ≦ V0r), a distance between the own vehicle and the forward vehicle following traveling distance range (L1 ≦ L ≦ L1 + L2 + L3) is provided, and the transition from inertial running to slow acceleration or from slow acceleration to inertial driving is alternately performed at the boundary inter-vehicle distance (L = L1 + L2) in the following traveling area. A vehicle travel control method characterized by performing follow-up travel corresponding to the forward vehicle travel speed by repeatedly performing the travel.
here,
L: Distance between own vehicle and forward vehicle Va: Front vehicle speed,
Vr: host vehicle-front vehicle relative speed Vr0: host vehicle-front vehicle allowable relative speed maximum value corresponding to front vehicle speed Va in the follow-up traveling region,
L1: The own vehicle-front vehicle safety inter-vehicle distance L2 corresponding to the forward vehicle speed Va, L2: the inertial mileage maximum value represented by (Equation 1) corresponding to the forward vehicle speed Va,
L3: Maximum slow acceleration travel distance indicated by (Expression 2) corresponding to the forward vehicle speed Va,
L1 + L2: Boundary distance between vehicles
It is.
がＶｓ＝Ｖr0に達した時車間距離ＬがＬ＞Ｌ1＋Ｌ2であれば自車速度Ｖｓ＝Ｖr0 で定速走行する、）その後車間距離ＬがＬ＝Ｌ1＋Ｌ2（境界車間距離） まで短縮されたとき惰性走行減速度（−αi
）での惰性走行を自車速度ＶsがＶs≦Ｖaとなるまで行う。上記「発進・緩加速度走行・（定速走行・）惰性走行」を渋滞中繰り返し行うことを特徴とする車両走行制御方法。
ここで、
Ｌ：自車両−前方車両車間距離
Ｖs：自車速度、
Ｖa：前方車両速度、
Ｖa0：渋滞走行時の前方車両速度最大値、
αi（Ｖa）、αi：前方車両速度a に対応する惰性走行減速度絶対値、
αa ：緩加速度、
Ｖr0(Va)、Ｖr0：追従走行領域における前方車両速度Ｖa に対応する自車−前方車両許容相対速度最大値、
Ｌ1（Ｖa）、Ｌ1：前方車両速度Ｖa に対応する自車−前方車両間安全車間距離
Ｌ2（Ｖa）、Ｌ2：前方車両速度Ｖa に対応する、（数１）で示される、惰性走行距離最大値、
惰性走行領域車間距離、
Ｌ3（Ｖa）、Ｌ3：前方車両速度Ｖa に対応する、（数２）で示される、緩加速度走行距離最大値、緩加速度走行領域車間距離、
Ｌ１＋Ｌ2：境界車間距離、
である。 When the front vehicle speed Va is Va ≦ Va0 and the distance L between the host vehicle and the vehicle traveling ahead satisfies L ≧ L1 + L2 + L3, the host vehicle speed Vs is Vs = Vr0. Until the vehicle speed reaches V
When Vs = Vr0, if the inter-vehicle distance L is L> L1 + L2, the vehicle travels at a constant speed Vs = Vr0.) After that, when the inter-vehicle distance L is reduced to L = L1 + L2 (boundary inter-vehicle distance), inertia Travel deceleration (−αi
) Until the vehicle speed Vs becomes Vs ≦ Va. A vehicle travel control method characterized in that the above-mentioned “starting / slow acceleration traveling / (constant speed traveling) / inertial traveling” is repeatedly performed during traffic jams.
here,
L: Distance between own vehicle and forward vehicle Vs: own vehicle speed,
Va: Front vehicle speed,
Va0: Maximum value of forward vehicle speed when driving in a traffic jam,
αi (Va), αi: Inertia travel deceleration absolute value corresponding to forward vehicle speed a
αa: slow acceleration,
Vr0 (Va), Vr0: own vehicle-front vehicle allowable relative speed maximum value corresponding to the forward vehicle speed Va in the following traveling region,
L1 (Va), L1: The vehicle-to-front vehicle safety distance L2 (Va) corresponding to the forward vehicle speed Va, L2: The forward inertia distance maximum corresponding to the forward vehicle speed Va, as shown in (Equation 1) value,
Coasting area
L3 (Va), L3: corresponding to the forward vehicle speed Va, the maximum value of the slow acceleration travel distance, the slow acceleration travel range inter-vehicle distance represented by (Equation 2),
L1 + L2: Boundary distance between vehicles
It is.
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