JP2017088045A - Travelling control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a travelling control device that is capable of determining permission/inhibition of lane changing with consideration given to fuel economy to a destination while maintaining tracking control.SOLUTION: This travelling control device has: an inter-vehicle distance control unit 22 that executes control to track a preceding vehicle at a preset vehicle speed; and a lane change determination unit 15 that determines permission/inhibition of lane changing on the basis of an own vehicle speed, an own vehicle setting speed, a traffic flow vehicle speed on an own vehicle travelling lane, and the assumed fuel economies of the own vehicle travelling lane and the other travelling lane.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a travel control device that performs travel control based on external world information.

  2. Description of the Related Art In recent years, in the field of automobiles, driving support systems that support (assist) driving of a driver by performing vehicle control according to the behavior of the vehicle and the surrounding environment, and automatic driving systems that automate driving have been put into practical use.

  Among them, a constant-speed traveling vehicle that keeps a constant distance between the vehicle and the vehicle traveling in front using an external sensor such as a radar or camera mounted in front of the vehicle, and warns the driver if necessary. There is distance control (ACC: Adaptive Cruise Control).

  For example, in such inter-vehicle distance control, if the vehicle traveling on the same lane is traveling at 70 km / h while the vehicle is traveling at a set vehicle speed of 80 km / h, Drive at / h.

  In such a case, there may be a request to change the lane in order to maintain the set vehicle speed. However, if the lane is changed normally, there is a problem that fuel consumption deteriorates.

  There exists patent document 1 as an example which solved this.

  In Patent Document 1, the traffic flow speed of the own vehicle lane is compared with the set vehicle speed of the own vehicle, and when the traffic flow speed is lower than the set vehicle speed and the following vehicle is faster than the set vehicle speed of the own vehicle, It is disclosed that a lane is changed to a travel lane having a traffic flow speed slower than a set vehicle speed, and further, deceleration control of the own vehicle is started simultaneously with the lane change. Thus, by starting the deceleration control of the own vehicle simultaneously with the lane change, the sudden deceleration after the lane change is suppressed, and the deterioration of the fuel consumption of the own vehicle is suppressed.

JP 2014-108643 A

  However, in Patent Document 1, the vehicle can actually travel at the vehicle speed assumed by the driver, but the lane is not changed in consideration of the fuel consumption to the destination. That is, it improves the fuel efficiency at the time of lane change, and does not consider the fuel efficiency after the lane change is completed.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a traveling control device that can determine whether or not to change lanes while considering the fuel consumption up to the destination point while maintaining tracking control. It is to provide.

  In order to solve the above-described problem, a travel control device according to the present invention includes an inter-vehicle distance control unit that performs follow-up control with respect to a preceding vehicle at a predetermined set vehicle speed, a host vehicle speed and a set vehicle speed of the host vehicle, and the host vehicle. A lane change determination unit that determines whether or not the lane can be changed based on the traffic flow speed of the traveling lane and the estimated fuel consumption of the own vehicle traveling lane and other traveling lanes is provided.

  ADVANTAGE OF THE INVENTION According to this invention, the travel control apparatus which can judge whether the lane change is possible and can be implemented in consideration of the fuel consumption to the destination while maintaining the following control can be provided.

  Problems, configurations, and effects other than those described above will be clarified by the following description of embodiments.

It is a block block diagram which shows the concept of the traveling control apparatus which concerns on this invention, and the traveling control system to which it was applied. It is a flowchart which shows the processing flow of the traveling control apparatus which concerns on this invention. It is a figure explaining improvement of the cruising distance by the traveling control device concerning the present invention. It is a figure which shows an example of the fuel-efficient lane selection of the traveling control apparatus which concerns on this invention. It is a figure which shows an example without a lane change of the traveling control apparatus which concerns on this invention. It is a figure which shows an example of the driver setting lane priority of the traveling control apparatus which concerns on this invention. It is a figure which shows an example in the case of changing a lane temporarily exceeding the driver setting vehicle speed of the traveling control apparatus which concerns on this invention.

  Embodiments of a travel control device according to the present invention and a travel control system to which the travel control device is applied will be described below with reference to the drawings.

  FIG. 1 is a block diagram showing a concept of a travel control apparatus according to the present invention and a travel control system to which the travel control apparatus is applied.

  The automatic driving ECU 8 that is a travel control device is mounted on the own vehicle A traveling on the road, and accurately estimates the traffic flow speed of the own lane and the surrounding lane in the same traveling direction as the own vehicle A.

  As shown in FIG. 1, a travel control system 50 to which the automatic driving ECU 8 is applied includes a camera 1 that is an imaging unit, a radar 2, a vehicle-to-vehicle / road-to-vehicle communication 3, a vehicle speed sensor 4 that is a vehicle speed detection unit, and a map 5. The vehicle position information 6, the driver travel condition input 7, an automatic operation ECU 8 that is a travel control device, an engine control ECU 17, a brake control ECU 18, a steering control ECU 19, a winker control ECU 20, and an HMI 21 are configured. In addition, an automatic driving ECU 8 that is a traveling control device includes a traveling vehicle speed management unit 9, a traveling mode management unit 10, a driver allowable vehicle speed difference management unit 11, an outside world information management unit 12, a traffic flow speed calculation unit 13, a fuel consumption calculation unit 14, A lane change determination unit 15, an actuator control unit 16, and an inter-vehicle distance control unit 22 are provided.

  The own vehicle A detects the road marking line and the surrounding solid object using any one of the camera 1, the radar 2, the inter-vehicle / road-to-vehicle communication 3, or a combination of them, and is necessary for the own vehicle A. The relative vehicle speed, distance, and position information of the detected peripheral object is acquired, and the information is transmitted to the automatic driving ECU 8.

  In road-to-vehicle communication, as in vehicle-to-vehicle communication, information communicating between vehicles may be acquired via a roadside machine between the vehicles.

  The vehicle speed sensor 4 detects the vehicle speed of the host vehicle A and transmits the information to the automatic driving ECU 8.

  The map 5 acquires road information to the position of the host vehicle A and the destination, and transmits the information to the automatic driving ECU 8.

  The own vehicle position information 6 acquires the own vehicle position by GPS, for example, and transmits the own vehicle position information to the automatic driving ECU 8.

  In the driver driving condition input 7, the driver inputs automatic driving selection information, set vehicle speed, driver allowable vehicle speed difference information, and fuel consumption priority / non-priority information, and transmits the information to the automatic driving ECU 8. The automatic driving selection information is selection information for starting / stopping automatic driving. The set vehicle speed is a target vehicle speed during automatic driving, and an ACC set vehicle speed or the like may be used. The driver's allowable vehicle speed difference means that if the driving speed of the host vehicle A is within the range from the set vehicle speed to the driver's allowable vehicle speed differential deceleration while fuel efficiency priority is selected and fuel consumption priority is selected, the fuel efficiency condition including. For example, when the set vehicle speed is 100 [km / h] and the driver allowable vehicle speed difference is 25 [km / h], and the driver has selected fuel efficiency priority, the vehicle A is 75 (set vehicle speed-driver When traveling at an allowable vehicle speed difference of 100 [km / h], even if the vehicle is traveling at a speed lower than the set vehicle speed, the fuel consumption is higher (higher) than the own lane (also called the own vehicle lane). Do not change lanes unless there is a lane. The fuel efficiency priority / non-priority information is information for selecting whether the driver travels with priority on fuel efficiency or travel without priority on fuel efficiency. For example, the setting state of the ECO button provided in the host vehicle A may be used as the fuel efficiency priority information.

  Next, each process of the automatic operation ECU 8, which is a travel control device, will be described.

  The inter-vehicle distance control unit 22 performs follow-up control (control for causing the host vehicle A to follow) at a preset vehicle speed with respect to the preceding vehicle (constant speed traveling inter-vehicle distance control: ACC or the like).

  The traveling vehicle speed management unit 9 receives the traveling vehicle speed of the own vehicle A from the vehicle speed sensor 4, the restricted vehicle speed from the map 5, and the set vehicle speed from the driver traveling condition input 7, and determines the traveling vehicle speed of the own vehicle A.

  The travel mode management unit 10 acquires fuel efficiency priority / non-priority information from the driver travel condition input 7 and sets it as the travel mode of the host vehicle A.

  The driver allowable vehicle speed difference management unit 11 acquires driver allowable vehicle speed difference information from the driver travel condition input 7 and sets it as a driver allowable vehicle speed difference.

  The outside world information management unit 12 integrates and manages the outside world environment around the host vehicle A using information acquired from the camera 1, the radar 2, the inter-vehicle / road-to-vehicle communication 3, the map 5, and the own vehicle position information 6.

  The traffic flow speed calculation unit 13 calculates the traffic flow speed for each lane in the same traveling direction around the own vehicle A from the information transmitted from the camera 1, the radar 2, and the inter-vehicle / road-to-vehicle communication 3, and holds it. To do. As a method for calculating the traffic flow speed for each lane, for example, an average value of the speeds of a plurality of vehicles traveling in the lane may be calculated, or the traffic flow speed may be set in advance based on traffic rules.

  The fuel consumption calculation unit 14 holds the fuel consumption information of each vehicle speed and road condition of the host vehicle A, and the fuel flow information of the host vehicle A and the traffic flow speeds of the surrounding lanes calculated by the current traffic flow speed calculation unit 13. From the above, the fuel consumption for each lane is calculated. When calculating the fuel consumption, it may be calculated based on the map 5 or based on the travel route of the host vehicle A.

  The lane change determination unit 15 includes the own vehicle traveling speed calculated by the traveling vehicle speed management unit 9, own vehicle surroundings external information managed by the external environment information management unit 12, and traffic in each lane calculated by the traffic flow speed calculation unit 13. It is determined whether or not to change the lane from the values calculated by the fuel consumption calculation unit 14 that calculates the flow velocity and the fuel consumption of the host vehicle A. That is, the lane change determination unit 15 changes the lane based on the own vehicle traveling speed and the set vehicle speed of the own vehicle, the traffic flow vehicle speed of the own vehicle traveling lane, and the estimated fuel consumption of the own vehicle traveling lane and other traveling lanes. Determine whether or not.

  Specifically, the lane change determination unit 15 determines that the lane change is not permitted when the traffic flow speed of the own vehicle traveling lane is larger than the traffic flow speed of the other lane and the own vehicle traveling speed is smaller than the set vehicle speed. To do. Also, the own vehicle traffic flow speed (the traffic flow speed of the own vehicle lane) is smaller than the traffic flow speed of the other lanes, the own vehicle travel speed is less than the set vehicle speed, and the other lanes are more fuel efficient than the own vehicle lane. If it can be predicted that it is high, it is determined that the lane can be changed. In addition, the own vehicle traffic flow speed is smaller than the traffic flow speed of other lanes, the own vehicle traveling speed is smaller than the set vehicle speed, and the value obtained by subtracting the own vehicle speed from the set vehicle speed is smaller than a predetermined driver allowable speed, and If there is another lane that can be predicted to have higher fuel efficiency than the vehicle lane, it is determined that the lane can be changed. Also, the own vehicle traffic flow speed is smaller than the traffic flow speed of other lanes, the own vehicle traveling speed is smaller than the set vehicle speed, the value obtained by subtracting the own vehicle traveling speed from the set vehicle speed is smaller than a predetermined driver allowable speed, and If there is no other lane that can be predicted to have higher fuel efficiency than the vehicle lane, it is determined that the lane has not been changed. Details will be described below with reference to FIG.

  The actuator control unit 16 controls the engine control ECU 17, the brake control ECU 18, the steering control ECU 19, and the winker control ECU 20 based on the lane change execution determination information from the lane change determination unit 15.

  Next, a control process for controlling the traveling state of the host vehicle A based on information output from the automatic driving ECU 8 will be described.

  The engine control ECU 17 receives an acceleration / deceleration signal from the automatic operation ECU 8 and performs acceleration / deceleration control of the host vehicle A.

  The brake control ECU 18 receives an acceleration / deceleration signal from the automatic driving ECU 8 and performs deceleration control of the host vehicle A.

  The steering control ECU 19 receives a steering signal from the automatic driving ECU 8 and performs steering control of the host vehicle A.

  The blinker control ECU 20 receives the lane change information from the lane change determination unit 15 of the automatic operation ECU 8, and controls the blinker on the lane change side as necessary for the lane change.

  The HMI 21 is used for displaying and operating automatic driving selection information, set vehicle speed and fuel consumption priority / non-priority information set by the driver through the driver travel condition input 7. In the lane change determination unit 15 lane change availability determination scene, the driver is notified whether the lane change is to be performed or not, and is also used for selection determination.

  A control execution flow of the automatic operation ECU 8 that is the travel control device according to the present invention will be described with reference to FIG. This flow starts processing simultaneously with the start of automatic operation.

  After starting the automatic driving, in S101, the setting vehicle speed, driver allowable vehicle speed difference, and fuel consumption priority / non-priority settings set by the driver are acquired. The set vehicle speed, driver's allowable vehicle speed difference, and fuel priority / non-priority can be changed even during automatic driving.

  Next, in S102, traffic flow speed information is acquired for each lane traveling in the same traveling direction as the host vehicle A. At that time, the traffic flow speed of each lane to be acquired is acquired not only in the adjacent lane but also in all lanes in the same traveling direction, or a plurality of lanes in the vicinity of the host vehicle A. In addition, the speed information of the host vehicle A is also acquired.

  In S103, it is determined whether there is a preceding vehicle ahead of the lane in which the host vehicle A is traveling. If there is a preceding vehicle, the process proceeds to S104. On the other hand, if there is no preceding vehicle, the process proceeds to S110.

  In S104, the speed of the own vehicle A acquired in S102 is compared with the traffic flow speed of the lane adjacent to the own lane among the traffic flow speeds of each lane, and whether or not the traffic flow speed of the adjacent lane is higher. to decide. Further, it is determined whether or not the current speed of the host vehicle A is lower than the set vehicle speed. If both the determinations in S104 are established, the process proceeds to S105. On the other hand, if one of them is not established or both are not established, the process proceeds to S110.

  In S105, it is determined whether or not the fuel efficiency priority / non-priority setting information of the driver acquired in S101 is fuel efficiency priority. If the fuel efficiency is not prioritized, the process proceeds to S106. On the other hand, if the fuel efficiency is prioritized, the process proceeds to S107.

  In S106, the lane change is performed on the adjacent lane (high-speed lane) determined in S104, and the lane change determination / execution process is terminated.

  On the other hand, in S107, since the driver gives priority to fuel efficiency, the difference between the driver's set vehicle speed and the current speed of the own vehicle A (set vehicle speed−the speed of the own vehicle A) is calculated, and this is the driver's allowable vehicle speed difference. Determine if it is out of range. If it is outside the driver allowable vehicle speed difference range, the process proceeds to S106. On the other hand, if it is within the driver allowable vehicle speed difference, the process proceeds to S108.

  In S108, fuel consumption information when the own vehicle A travels at the traffic flow speed in each lane is calculated from the traffic flow speed information for each lane acquired in S102, and whether or not there is a high-speed lane with better fuel efficiency than the own lane. If there is a high-speed lane with good fuel efficiency, the process proceeds to S106. On the other hand, if there is no high-speed lane with better fuel efficiency than the own lane, the process proceeds to S109.

  In S109, although it is determined that the fuel efficiency is deteriorated for the driver, it is confirmed whether or not to change the lane. If the driver chooses to change lanes, the process proceeds to S106. On the other hand, if it is selected not to change the lane, the process proceeds to S110. Note that the driver does not always have to make a selection for this confirmation. If the driver does not make a selection within a certain time, the lane change may not be performed.

  In S110, it is determined that there is no need to change the lane, and the lane change determination / execution process ends.

  The main feature of the present invention is that the inter-vehicle distance control unit 22 performs follow-up control with respect to the preceding vehicle at a predetermined set vehicle speed, and the lane change determination unit 15 determines the own vehicle speed and the set vehicle speed of the own vehicle. The lane change is determined based on the traffic flow speed of the own vehicle lane and the estimated fuel consumption of the own vehicle lane and other lanes, thereby maintaining the following control. It is possible to determine whether or not to change lanes in consideration of fuel consumption up to the destination point.

  FIG. 3 shows the relationship between the travel distance and the remaining amount of gasoline.

  The dotted line in FIG. 3 indicates the case where the vehicle travels at the set vehicle speed, and the solid line indicates the case where the vehicle travels using the automatic driving ECU 8 (travel control device) of the present embodiment. This shows a case where a lane is selected for traveling. Here, as shown in FIG. 3, the travel distance when the remaining amount of gasoline becomes zero increases by the cruising distance improvement shown in FIG.

  FIG. 4 shows an example of a scene for selecting a fuel-efficient lane.

  In a situation where the vehicle speed of the host vehicle A is set to 80 [km / h] per hour, the vehicle B running at a speed of 60 [km / h] appears in front of the host vehicle A. A vehicle C traveling in the traveling lane on the right side in the traveling direction at a speed of 70 [km / h] appears in front of the host vehicle and traveling on the traveling lane on the left side in the traveling direction at a speed of 50 [km / h]. This is a case where the vehicle D appears in front of the host vehicle. A lane change execution decision is made according to the control flow shown in FIG. In S101, driver setting information and vehicle periphery information necessary for lane change determination are acquired. In S102, the vehicle speed of the own vehicle A is 60 [km / h] because the vehicle travels following the preceding vehicle B, and the traffic flow speed of the lane in which the vehicle C is traveling is the traveling speed of the vehicle C. [km / h], the traffic flow speed of the lane in which the vehicle D is traveling is 50 [km / h], which is the traveling speed of the vehicle D, and the host vehicle A follows the preceding vehicle B in S103. It is determined that there is a preceding vehicle. Next, in S104, the speed of the own vehicle A <the traffic flow speed of the adjacent lane (60 [km / h] <70 [km / h]) and the speed of the own vehicle A <the set vehicle speed (60 [km / h] < 80 [km / h]) is established. Next, in S105, if the driver sets the fuel efficiency priority / non-priority as the fuel efficiency priority, it is determined in S107 whether or not the current traveling vehicle speed is within the vehicle speed range permitted by the driver. In this case, set vehicle speed−vehicle speed of own vehicle A <driver allowable vehicle speed difference (80 [km / h] −60 [km / h] <25 [km / h]). Next, in S108, it is compared whether or not there is a high-speed lane with better fuel efficiency than the own lane. Compare the estimated fuel efficiency of the own lane and the right lane because the lane is faster than the lane. In this case, this condition is satisfied because the estimated fuel efficiency (20 km / l) of the right lane is better than the estimated fuel efficiency (18 km / l) of the own lane. Next, in S106, control is completed by changing the lane to the high-speed lane.

  Next, an example of a scene for selecting no lane change different from FIG. 4 will be described with reference to FIG.

  In a situation where the vehicle speed of the host vehicle A is set to 80 [km / h] per hour, the vehicle B running at a speed of 70 [km / h] appears in front of the host vehicle A. A vehicle C traveling at a speed of 80 [km / h] on the right side in the traveling direction appears in front of the host vehicle and is traveling at a speed of 60 [km / h] on the left side in the traveling direction of the host vehicle. This is a case where the vehicle D appears in front of the host vehicle. A lane change execution decision is made according to the control flow shown in FIG. In S101, driver setting information and vehicle periphery information necessary for lane change determination are acquired. In S102, the vehicle speed of the own vehicle A is 70 [km / h] because the vehicle travels following the preceding vehicle B, and the traffic flow speed of the lane in which the vehicle C is traveling is the travel speed of the vehicle C 80 [km / h] The traffic flow speed of the lane in which the vehicle D is traveling is 60 [km / h], which is the traveling speed of the vehicle D, and the host vehicle A follows the preceding vehicle B in S103. It is determined that there is a preceding vehicle. Next, in S104, the speed of the own vehicle A <the traffic flow speed of the adjacent lane (70 [km / h] <80 [km / h]) and the speed of the own vehicle A <the set vehicle speed (70 [km / h] < 80 [km / h]) is established. Next, in S105, if the driver sets the fuel efficiency priority / non-priority as the fuel efficiency priority, it is determined in S107 whether or not the current traveling vehicle speed is within the vehicle speed range permitted by the driver. In this case, the set vehicle speed−the vehicle speed of the host vehicle A <the driver's allowable vehicle speed difference (80 [km / h] −70 [km / h] <25 [km / h]) is satisfied. Next, in S108, it is compared whether or not there is a high-speed lane with better fuel efficiency than the own lane. Compare the estimated fuel efficiency of the own lane and the right lane because the lane is faster than the lane. In this case, since the estimated fuel consumption (20 km / l) of the own lane is better than the estimated fuel consumption (17 km / l) of the right lane, this condition is not satisfied. Next, in S109 and S110, the lane change is not performed, and the control ends.

  Next, an example of a scene for selecting a driver-set vehicle speed priority different from that in FIG. 4 will be described with reference to FIG.

  In a situation where the vehicle speed of the host vehicle A is set to 100 [km / h] per hour, the vehicle B running at a speed of 70 [km / h] appears in front of the host vehicle A. A vehicle C traveling at a speed of 100 [km / h] on the right side of the traveling direction appears in front of the host vehicle, and is traveling at a speed of 60 [km / h] on the left side of the traveling direction of the host vehicle. This is a case where the vehicle D appears in front of the host vehicle. A lane change execution decision is made according to the control flow shown in FIG. In S101, driver setting information and vehicle periphery information necessary for lane change determination are acquired. In S102, the vehicle speed of the own vehicle A is 70 [km / h] because the vehicle travels following the preceding vehicle B, and the traffic flow speed of the lane in which the vehicle C is traveling is the travel speed of the vehicle C 100. [km / h] The traffic flow speed of the lane in which the vehicle D is traveling is 60 [km / h], which is the traveling speed of the vehicle D, and the host vehicle A follows the preceding vehicle B in S103. It is determined that there is a preceding vehicle. Next, in S104, the speed of the own vehicle A <the traffic flow speed of the adjacent lane (70 [km / h] <100 [km / h]) and the speed of the own vehicle A <the set vehicle speed (70 [km / h] < 100 [km / h]) is established. Next, in S105, if the driver sets the fuel efficiency priority / non-priority as the fuel efficiency priority, it is determined in S107 whether or not the current traveling vehicle speed is within the vehicle speed range permitted by the driver. In this case, the set vehicle speed−the vehicle speed of the host vehicle A <the difference between the driver allowable vehicle speed (100 [km / h] −70 [km / h] <25 [km / h]) is not established. Next, in S106, control is completed by changing the lane to the high-speed lane.

  Next, an example of a scene in which a driver setting vehicle speed different from that in FIG. 4 is temporarily canceled to change the lane will be described with reference to FIG.

  In a situation where the vehicle speed of the host vehicle A is set to 90 [km / h] per hour, the vehicle B running at a speed of 80 [km / h] appears in front of the host vehicle A. A vehicle C running at a speed of 100 [km / h] on the right side of the traveling direction appears in front of the host vehicle, and is traveling at a speed of 40 [km / h] on the left side of the traveling direction of the host vehicle. This is a case where the vehicle D appears in front of the host vehicle. A lane change execution decision is made according to the control flow shown in FIG. In S101, driver setting information and vehicle periphery information necessary for lane change determination are acquired. In S102, the vehicle speed of the own vehicle A is 80 [km / h] because the vehicle travels following the preceding vehicle B, and the traffic flow speed of the lane in which the vehicle C is traveling is the travel speed of the vehicle C 100. [km / h], the traffic flow speed of the lane in which the vehicle D is traveling is 40 [km / h], which is the traveling speed of the vehicle D, and the host vehicle A follows the preceding vehicle B in S103. It is determined that there is a preceding vehicle. Next, in S104, the speed of the own vehicle A <the traffic flow speed of the adjacent lane (80 [km / h] <100 [km / h]) and the speed of the own vehicle A <the set vehicle speed (80 [km / h] < 90 [km / h]) is established. Next, in S105, if the driver sets the fuel efficiency priority / non-priority as the fuel efficiency priority, it is determined in S107 whether or not the current traveling vehicle speed is within the vehicle speed range permitted by the driver. In this case, the setting vehicle speed−the vehicle speed of the host vehicle A <the driver's allowable vehicle speed difference (90 [km / h] −80 [km / h] <25 [km / h]) is established. Next, in S108, it is compared whether or not there is a high-speed lane with better fuel efficiency than the own lane. Compare the estimated fuel efficiency of the own lane and the right lane because the lane is faster than the lane. In this case, the assumed fuel efficiency (13 km / l) of the right lane is worse than the estimated fuel efficiency (17 km / l) of the own lane, so this condition is not satisfied. Next, in S109, the driver confirms whether or not to change to a high-speed lane although the fuel efficiency deteriorates. If the driver chooses to change the lane, in S106, the high-speed lane is changed. Control is terminated by changing the lane. At that time, the set vehicle speed may be temporarily canceled according to the traffic flow speed of the lane change destination, and the vehicle may travel at 100 [km / h] within the speed limit. On the other hand, when the driver selects not to change the lane in S109, the process proceeds to S110, and the control is terminated without changing the lane.

  In addition, this invention is not limited to above-described embodiment, Various deformation | transformation forms are included. For example, the above-described embodiment has been described in detail for easy understanding of the present invention, and is not necessarily limited to one having all the configurations described.

  Each of the above-described configurations, functions, processing units, processing means, and the like may be realized by hardware by designing a part or all of them with, for example, an integrated circuit. Each of the above-described configurations, functions, and the like may be realized by software by interpreting and executing a program that realizes each function by the processor. Information such as programs, tables, and files that realize each function can be stored in a storage device such as a memory, a hard disk, or an SSD (Solid State Drive), or a recording medium such as an IC card, an SD card, or a DVD.

  Further, the control lines and information lines are those that are considered necessary for the explanation, and not all the control lines and information lines on the product are necessarily shown. Actually, it may be considered that almost all the components are connected to each other.

1 Camera 2 Radar 3 Inter-Vehicle / Road-to-Vehicle Communication 4 Vehicle Speed Sensor 5 Map 6 Vehicle Position Information 7 Driver Driving Condition Input 8 Automatic Driving ECU (Driving Control Device)
9 Traveling vehicle speed management unit 10 Traveling mode management unit 11 Driver allowable vehicle speed difference management unit 12 External world information management unit 13 Traffic flow speed calculation unit 14 Fuel consumption calculation unit 15 Lane change determination unit 16 Actuator control unit 17 Engine control ECU
18 Brake control ECU
19 Steering control ECU
20 Winker control ECU
21 HMI
22 Inter-vehicle distance control unit 50 Travel control system

Claims (10)

An inter-vehicle distance control unit that performs follow-up control at a preset vehicle speed with respect to the preceding vehicle,
Lane change determination that determines whether or not the lane can be changed based on the own vehicle traveling speed and the set vehicle speed of the own vehicle, the traffic flow vehicle speed of the own vehicle traveling lane, and the estimated fuel consumption of the own vehicle traveling lane and other traveling lanes A travel control device. The travel control device according to claim 1,
The lane change determination unit determines that the lane change is rejected when the traffic flow speed of the own vehicle traveling lane is larger than the traffic flow speed of another lane and the own vehicle traveling speed is smaller than the set vehicle speed. . The travel control device according to claim 1,
The lane change determination unit determines that the lane change is possible when the own vehicle traffic flow speed is smaller than the traffic flow speed of other lanes, the own vehicle travel speed is smaller than the set vehicle speed, and fuel efficiency is not prioritized. apparatus. The travel control device according to claim 1,
The lane change determination unit predicts that the own vehicle traffic flow speed is smaller than the traffic flow speed of the other lane, the own vehicle traveling speed is smaller than the set vehicle speed, and the other lane has higher fuel efficiency than the own vehicle traveling lane. A travel control device that determines that the lane can be changed if it is possible. The travel control device according to claim 1,
The lane change judging unit is a driver whose own vehicle traffic flow speed is smaller than the traffic flow speed of other lanes, the own vehicle traveling speed is smaller than the set vehicle speed, and a value obtained by subtracting the own vehicle speed from the set vehicle speed is predetermined. A travel control device that determines that the lane can be changed when there is another lane that can be predicted to be lower than the allowable speed and have higher fuel efficiency than the vehicle lane. The travel control device according to claim 1,
The lane change judging unit is a driver whose own vehicle traffic flow speed is smaller than the traffic flow speed of other lanes, the own vehicle traveling speed is smaller than the set vehicle speed, and a value obtained by subtracting the own vehicle speed from the set vehicle speed is predetermined. A travel control device that determines whether or not to change lanes when there is no other lane that can be predicted to be lower than the allowable speed and higher in fuel efficiency than the vehicle lane. The travel control device according to claim 1,
The lane change judging unit is a driver whose own vehicle traffic flow speed is smaller than the traffic flow speed of other lanes, the own vehicle traveling speed is smaller than the set vehicle speed, and a value obtained by subtracting the own vehicle speed from the set vehicle speed is predetermined. If there is no other lane that can be predicted to be lower than the permissible speed and higher in fuel efficiency than the vehicle lane, it is determined that the fuel efficiency is low, but the driver confirms whether or not to change lanes. A travel control device that determines whether or not it is possible. The travel control device according to claim 1,
The lane change determination unit determines whether the lane is set when a predetermined set vehicle speed and the own vehicle traveling speed are slower than the traffic flow vehicle speed of the own vehicle traveling lane and there is another lane having a higher estimated fuel efficiency than the own vehicle traveling lane. A travel control device that determines that a change is possible. The travel control device according to claim 1,
The lane change judging unit is a driver whose own vehicle traffic flow speed is smaller than the traffic flow speed of other lanes, the own vehicle traveling speed is smaller than the set vehicle speed, and a value obtained by subtracting the own vehicle speed from the set vehicle speed is predetermined. A travel control device that determines that the lane can be changed when the speed is greater than the allowable speed. The travel control device according to claim 1,
The lane change determination unit is a travel control device that determines whether or not to change a lane when the own vehicle traffic flow speed is smaller than the traffic flow speed of another lane and the own vehicle travel speed is not smaller than the set vehicle speed.

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