JP2018086939A - Vehicle control device, vehicle control method, and vehicle control program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device, a vehicle control method, and a vehicle control program which can adjust an inter-vehicular distance by further truly reflecting a driver's intention.SOLUTION: A vehicle control device includes: a reception part that receives an operation by an occupant of a vehicle; a detector that detects an object around the vehicle; and a controller that commands at least one of a running drive force output part and a braking force output part to stop the vehicle when an object located in front of the vehicle is detected by the detector. When a first predetermined operation is received by the reception part in a state where the vehicle is stopped, the controller allows the vehicle to move forward so that an inter-vehicular distance between the vehicle and the object located in front of the vehicle is shortened. When a second predetermined operation is received by the reception part in a state where the vehicle is stopped, the controller allows the vehicle to move forward so that an inter-vehicular distance between the vehicle and the object located in front of the vehicle is further shortened compared to the case where the first predetermined operation is received.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle control device, a vehicle control method, and a vehicle control program.

  Conventionally, research has been conducted on technologies for supporting driving by drivers. For example, when the driver of the own vehicle depresses the accelerator pedal while the preceding vehicle is stopped, the distance between the preceding vehicle and the own vehicle is reduced. A technique for outputting a braking force so as to increase the deceleration is known (see, for example, Patent Document 1).

JP 2002-29285 A

  However, in the conventional technology, the deceleration of the host vehicle increases according to the distance between the vehicles, so the driver stops the vehicle against his intention even though he wants to reduce the distance between the vehicles. There was a case.

  The present invention has been made in consideration of such circumstances, and includes a vehicle control device, a vehicle control method, and a vehicle control program capable of adjusting the inter-vehicle distance while more faithfully reflecting the driver's intention. One of the purposes is to provide.

  According to the first aspect of the present invention, when a reception unit that receives an operation by a vehicle occupant, a detection unit that detects an object around the vehicle, and an object positioned in front of the vehicle are detected by the detection unit A control unit that instructs at least one of the travel driving force output unit or the braking force output unit to stop the vehicle, and the control unit performs the first operation by the receiving unit while the vehicle is stopped. When the predetermined operation is accepted, the vehicle is advanced so as to shorten the inter-vehicle distance between the vehicle and an object located in front of the vehicle, and the second predetermined operation is accepted by the accepting unit. In addition, the vehicle control device moves the vehicle forward so that the inter-vehicle distance is further shortened as compared with the case where the first predetermined operation is accepted.

According to a second aspect of the present invention, in the vehicle control device according to the first aspect, the reception unit includes an accelerator pedal provided in the vehicle and an operator different from the accelerator pedal, and the first predetermined operation is performed. , An operation with respect to the accelerator pedal or an operation with respect to the operator, and the second predetermined operation is an operation with respect to the accelerator pedal.
It is.

  According to a third aspect of the present invention, in the vehicle control device according to the first or second aspect, the control unit outputs to the braking force output unit when the first predetermined operation is received by the reception unit. The vehicle is advanced while gradually reducing the braking force to be applied, and when the second predetermined operation is received by the receiving unit, the vehicle is gradually reduced in braking force to be output to the braking force output unit. As compared with the case where the first predetermined operation is accepted, the speed at which the braking force is reduced is reduced when the braking force is gradually reduced.

  According to a fourth aspect of the present invention, in the vehicle control device according to the second aspect, when the control unit receives the first predetermined operation by the receiving unit, the driving force according to the inter-vehicle distance is provided. When the vehicle is advanced by causing the traveling driving force output unit to output the vehicle and the second predetermined operation is received by the receiving unit, the driving force output according to the operation on the accelerator pedal is output. The vehicle is moved forward by outputting to the unit.

  According to a fifth aspect of the present invention, in the vehicle control device according to any one of the first to fourth aspects, the control unit performs the first predetermined operation when the inter-vehicle distance is less than a first threshold value. When the distance between the vehicles is less than the second threshold value that is smaller than the first threshold value, the forward movement according to the first predetermined operation and the second predetermined operation is not performed.

  According to a sixth aspect of the present invention, in the vehicle control device according to any one of the first to fifth aspects, the braking force that the control unit outputs to the braking force output unit is applied to the travel driving force output unit. The traveling driving force output from the traveling driving force output unit is maintained until the traveling driving force is approximately the same as the traveling driving force to be output.

  The invention according to claim 7 is the vehicle control device according to claim 2, further comprising a reaction force output unit that outputs a reaction force to the accelerator pedal, wherein the control unit is configured to perform the second predetermined operation by the accelerator pedal. When an operation is accepted, the reaction force output unit outputs a larger reaction force than when the first predetermined operation is accepted.

  According to an eighth aspect of the present invention, in the vehicle control device according to the second aspect, when the first predetermined operation is received by the accelerator pedal, the control unit receives the first driving force output unit. When the driving force corresponding to the operation amount of the first predetermined operation is output and the second predetermined operation is received by the accelerator pedal, the travel driving force output unit receives the operation amount of the second predetermined operation. A driving force that is smaller than the corresponding driving force is output.

  According to a ninth aspect of the present invention, in the vehicle control device according to the eighth aspect of the present invention, the control unit has the accelerator more than the inter-vehicle distance when the first predetermined operation is received by the accelerator pedal. The shorter the inter-vehicle distance when the second predetermined operation is received by the pedal, the smaller the driving force is compared to the driving force corresponding to the operation amount of the second predetermined operation. Output to the part.

  According to a tenth aspect of the present invention, in the vehicle control device according to the eighth or ninth aspect, when the driving force output by the control unit to the traveling driving force output unit is greater than or equal to a reference braking force, The driving force output unit outputs a driving force that is smaller than the driving force corresponding to the operation amount of the predetermined operation No. 2.

  According to the eleventh aspect of the present invention, the driving force is applied to the driving force output unit when the receiving unit that receives an operation by a vehicle occupant, the detecting unit that detects an object around the vehicle, and the stopped vehicle is started. And a control unit that causes the braking force output unit to output a braking force that is smaller than the driving force, and the control unit detects the front of the vehicle among the objects detected by the detection unit. When the inter-vehicle distance between the object located at the vehicle and the vehicle is greater than or equal to a threshold, the vehicle is advanced when the first predetermined operation is received by the reception unit, and the inter-vehicle distance is less than the threshold, The vehicle control device causes the vehicle to move forward when a second predetermined operation is received by the reception unit.

  According to a twelfth aspect of the present invention, an in-vehicle computer mounted on a vehicle including a reception unit that receives an operation by a vehicle occupant, a traveling driving force output unit, and a braking force output unit detects an object around the vehicle. Then, when an object located in front of the vehicle is detected, the vehicle is stopped by instructing at least one of the travel driving force output unit or the braking force output unit, and the vehicle is stopped. When the first predetermined operation is received by the reception unit, the vehicle is advanced so as to shorten the inter-vehicle distance between the vehicle and an object positioned in front of the vehicle, and the reception unit sets the second predetermined operation. In the vehicle control method, when the operation is accepted, the vehicle is moved forward so that the inter-vehicle distance is further shortened as compared with the case where the first predetermined operation is accepted.

  According to a thirteenth aspect of the present invention, an object in the vicinity of the vehicle is detected by an in-vehicle computer mounted on the vehicle including a reception unit that receives an operation by a vehicle occupant, a driving force output unit, and a braking force output unit. A process for stopping the vehicle by instructing at least one of the travel driving force output unit or the braking force output unit when an object located in front of the vehicle is detected, and stopping the vehicle. In a state where the first predetermined operation is received by the reception unit, the vehicle is advanced so as to shorten the inter-vehicle distance between the vehicle and an object located in front of the vehicle; A process of moving the vehicle forward so that the inter-vehicle distance is further shortened when the second predetermined operation is received by the unit as compared with the case where the first predetermined operation is received; A vehicle control program for executing.

  According to the first, sixth, eleventh, twelfth, and thirteenth aspects of the present invention, when the first predetermined operation is received by the reception unit in a state where the vehicle is stopped, the object is positioned in front of the vehicle. When the vehicle is advanced to shorten the inter-vehicle distance and the second predetermined operation is received by the reception unit, the inter-vehicle distance is further shortened compared to the case where the first predetermined operation is received. By moving the vehicle forward, it is possible to adjust the inter-vehicle distance while more faithfully reflecting the driver's intention.

  According to the second aspect of the present invention, the second predetermined operation is an operation on the accelerator pedal, whereby the inter-vehicle distance can be adjusted after the driver's intention is recognized more accurately.

  According to the third aspect of the present invention, when the second predetermined operation is received by the receiving unit, the speed at which the braking force is reduced is made slower than when the first predetermined operation is received. Thus, sudden acceleration can be suppressed when the vehicle is started by the operation of the driver.

  According to the fourth aspect of the present invention, when the second predetermined operation is received, the driving force output unit outputs the driving force corresponding to the operation on the accelerator pedal, thereby approaching the vehicle ahead once. The driver's anxiety that arises when approaching the vehicle can be alleviated.

  According to the fifth aspect of the present invention, when the inter-vehicle distance is less than the first threshold, the vehicle does not move forward according to the first predetermined operation, and the inter-vehicle distance is less than the second threshold smaller than the first threshold. By not performing advance according to the first predetermined operation and the second predetermined operation, the driver's intention can be recognized more accurately.

  According to the seventh aspect of the present invention, when the second predetermined operation is received by the accelerator pedal, the reaction force output unit outputs a larger reaction force than when the first predetermined operation is received. As a result, a sudden increase in driving force can be suppressed.

  According to the eighth, ninth, and tenth aspects of the present invention, when the first predetermined operation is received by the accelerator pedal, the driving force corresponding to the operation amount of the first predetermined operation is output, and the second operation is performed by the accelerator pedal. When the predetermined operation is accepted, a sudden increase in the driving force can be suppressed by outputting a driving force that is smaller than the driving force corresponding to the operation amount of the second predetermined operation.

It is a figure which shows an example of a structure centering on the vehicle control apparatus 100 in 1st Embodiment. It is a figure which shows an example of the operation reception availability determination information 152. FIG. It is a figure which shows an example of control of the vehicle control apparatus 100 in a certain scene. It is a figure which shows an example of the change of the various parameters in the scene shown in FIG. It is a flowchart which shows an example of the control by the vehicle control apparatus 100 in 1st Embodiment. It is a figure which shows an example of a structure centering on vehicle control apparatus 100A in 2nd Embodiment. It is a flowchart which shows an example of control by 100 A of vehicle control apparatuses in 2nd Embodiment. It is a flowchart which shows an example of control by the vehicle control apparatus 100B in 3rd Embodiment. It is a figure which shows the relationship between the driving force Df for every inter-vehicle distance D, and the operation amount of the accelerator pedal 40a. It is a figure which shows an example of a structure centering on the vehicle control apparatus 100C in 4th Embodiment.

  Hereinafter, embodiments of a vehicle control device, a vehicle control method, and a vehicle control program of the present invention will be described with reference to the drawings.

<First Embodiment>
FIG. 1 is a diagram illustrating an example of a configuration centering on the vehicle control device 100 according to the first embodiment. In addition to the vehicle control device 100, for example, the detection device 10, the communication device 20, the vehicle sensor 30, and the operation device 40 are included in the vehicle in which the vehicle control device 100 is mounted (hereinafter referred to as the host vehicle M). The operation detection sensor 42, the tracking constant speed switch 50, the constant speed setting switch 55, the temporary forward switch 60, the travel driving force output device 90, and the brake device 92 are mounted. These devices and devices are connected to each other by a multiple communication line such as a CAN (Controller Area Network) communication line, a serial communication line, a wireless communication network, or the like. In addition, the vehicle control device in the claims does not merely indicate “vehicle control device 100”, but a configuration other than the vehicle control device 100 (for example, the detection device 10, the tracking constant speed switch 50, constant speed setting). Switch 55, temporary forward switch 60, etc.). The configuration illustrated in FIG. 1 is merely an example, and a part of the configuration may be omitted, or another configuration may be added.

  The detection device 10 is a plurality of radars or cameras. For example, the plurality of radars are distributed around the bumper and front grill of the host vehicle M. Each radar emits a radio wave in front of the host vehicle M by, for example, an FM-CW (Frequency-Modulated Continuous Wave) system, and receives a reflected wave with respect to the radio wave, thereby driving a vehicle (in front of the host vehicle M) ( Hereinafter, the position of the preceding vehicle is detected. Each radar outputs a signal indicating the detection result to the vehicle control device 100. The camera is a digital camera using a solid-state imaging device such as a charge coupled device (CCD) or a complementary metal oxide semiconductor (CMOS). The camera is provided, for example, on the upper part of the front windshield in the passenger compartment or on the rear surface of the room mirror. For example, the camera periodically and repeatedly images the front of the host vehicle M and outputs the captured image to the vehicle control device 100. The camera may be a stereo camera including a plurality of cameras.

  The detection device 10 may further include a plurality of finders. For example, each of the plurality of viewfinders is attached to the front grille, the side surface of the vehicle body, the door mirror, the interior of the headlamp, the vicinity of the side lamp, the trunk lid, the side surface of the vehicle body, the interior of the taillight, and the like. Each finder is, for example, LIDAR (Light Detection and Ranging or Laser Imaging Detection and Ranging) that measures scattered light with respect to irradiation light and measures the distance to the target. Each finder outputs a signal indicating the measured distance to the vehicle control device 100.

  The detection device 10 in the first embodiment only needs to include at least a plurality of radars, and the camera and the finder may be omitted.

  The communication device 20 performs wireless communication using, for example, a cellular network, a Wi-Fi network, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), or the like.

  The vehicle sensor 30 includes a vehicle speed sensor that detects a vehicle speed, an acceleration sensor that detects acceleration, a yaw rate sensor that detects an angular velocity around a vertical axis, a direction sensor that detects the direction of the host vehicle M, and the like. Various sensors output a detection signal indicating a detection result to the vehicle control device 100.

  The operation device 40 includes, for example, an accelerator pedal 40a. The accelerator pedal 40a is an operator for receiving an acceleration instruction (or a deceleration instruction by a return operation) from the driver. The operation device 40 may include a brake pedal, a steering wheel, and the like. The brake pedal is an operator for receiving a deceleration instruction from the driver. The steering wheel is an operator for receiving a turning instruction from the driver.

  The operation detection sensor 42 is a sensor that detects an operation amount with respect to the operation device 40. For example, the operation detection sensor 42 includes an accelerator opening sensor 42 a that detects the depression force (or the depression amount) of the accelerator pedal 40 a and outputs an accelerator opening signal indicating the detection result to the vehicle control device 100. The operation detection sensor 42 detects the depression force (or depression amount) of the brake pedal, and outputs a brake signal indicating the detection result to the vehicle control device 100. A steering sensor or the like that detects the applied torque and outputs a steering signal indicating the detection result to the vehicle control device 100 may be included. The operation detection sensor 42 outputs the accelerator opening signal directly to the travel driving force output device 90 or outputs the brake signal to the brake device 92 instead of outputting a signal indicating the detection result to the vehicle control device 100. It may be output directly.

  The follow-up constant speed switch 50 is a switch that receives an instruction operation for starting follow-up running or constant speed running. The follow-up travel is a travel mode in which the host vehicle M travels at a speed that keeps the distance between the vehicle and the preceding vehicle constant, for example. For example, the speed during the follow-up running may be approximately the same as the speed of the preceding vehicle, or may be the upper limit speed when the speed of the preceding vehicle exceeds the upper limit speed (for example, the legal speed of the roadway). .

  The constant speed traveling means that the host vehicle M is driven at a predetermined target speed (or target acceleration, target jerk, etc.) when there is no preceding vehicle within a predetermined distance in front of the host vehicle M. It is a driving | running | working aspect. When the follow constant speed switch 50 receives an instruction operation for starting the follow traveling or the constant speed travel, the follow constant speed switch 50 outputs an instruction signal indicating the instruction operation to the vehicle control device 100. The accelerator pedal 40a, the tracking constant speed switch 50, and the temporary forward switch 60 included in the operation device 40 are examples of “accepting unit”. The temporary forward switch 60 is an example of “an operator different from the accelerator pedal 40a”.

  The constant speed setting switch 55 is a switch that receives an instruction operation for setting a target speed (or target acceleration, target jerk, etc.) during constant speed traveling. For example, the target speed during constant speed traveling is set according to the operation of the constant speed setting switch 55.

  The temporary forward switch 60 is a switch that receives an instruction operation from the driver when the traveling mode of the host vehicle M is follow-up traveling, for example. When the temporary forward switch 60 receives an instruction operation, the temporary forward switch 60 changes the inter-vehicle distance (hereinafter referred to as the target inter-vehicle distance) with the target preceding vehicle during follow-up traveling. For example, by receiving an operation of the temporary forward switch 60, the target inter-vehicle distance is within a predetermined upper limit and lower limit within a range of 5 [m], 10 [m], 20 [m], 40 [m], It may be set stepwise such as 80 [m].

  The traveling driving force output device 90 outputs a traveling driving force Df (torque) for traveling of the vehicle to the driving wheels. For example, when the host vehicle M is an automobile using an internal combustion engine as a power source, the traveling driving force output device 90 includes an engine, a transmission, and an engine ECU (Electronic Control Unit) that controls the engine. The traveling driving force output device 90 includes a traveling motor and a motor ECU that controls the traveling motor when the host vehicle M is an electric vehicle using an electric motor as a power source. In addition, when driving vehicle M is a hybrid vehicle, traveling driving force output device 90 includes an engine, a transmission, an engine ECU, a traveling motor, and a motor ECU. When the travel driving force output device 90 includes only the engine, the engine ECU adjusts the throttle opening, the shift stage, and the like of the engine according to information input from a follow-up travel control unit 130 or a constant speed travel control unit 132 described later. . When the traveling driving force output device 90 includes only the traveling motor, the motor ECU adjusts the duty ratio of the PWM signal applied to the traveling motor in accordance with the information input from the following traveling control unit 130 or the constant speed traveling control unit 132. To do. When the travel drive force output device 90 includes an engine and a travel motor, the engine ECU and the motor ECU cooperate with each other according to information input from the follow travel control unit 130 or the constant speed travel control unit 132, and the travel drive force Df. To control. The travel drive force output device 90 is an example of a “travel drive force output unit”. The traveling driving force output device 90 may be an example of a “braking force output unit”. For example, the engine may have a function as an engine brake, and the traveling motor may have a function as a regenerative brake.

  The brake device 92 is, for example, an electric servo brake device that includes a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and a brake ECU. The brake ECU controls the electric motor in accordance with information input from the follow-up travel control unit 130 or the constant speed travel control unit 132 so that a braking force Bt (brake torque) corresponding to the braking operation is output to each wheel. . The brake device 92 is another example of the “braking force output unit”.

  The brake device 92 may include, as a backup, a mechanism that transmits the hydraulic pressure generated by operating the brake pedal to the cylinder via the master cylinder. The brake device 92 is not limited to the electric servo brake device described above, and may be an electronically controlled hydraulic brake device. The electronically controlled hydraulic brake device controls the actuator according to information input from the follow-up travel control unit 130 or the constant speed travel control unit 132, and transmits the hydraulic pressure of the master cylinder to the cylinder. Further, the brake device 92 may include a regenerative brake by a traveling motor that can be included in the traveling driving force output device 90.

[Vehicle control device]
The vehicle control device 100 is realized by, for example, one or more processors or hardware having an equivalent function. The vehicle control apparatus 100 is configured by combining a processor such as a CPU (Central Processing Unit), a storage device, and an ECU (Electronic Control Unit) in which a communication interface is connected by an internal bus, or an MPU (Micro-Processing Unit). It may be. The vehicle control device 100 includes, for example, a periphery recognition unit 102, a follow-up travel parameter derivation unit 110, a follow-up travel control unit 130, a constant speed travel control unit 132, a control switching unit 134, and a storage unit 150. The follow-up travel parameter deriving unit 110, the follow-up travel control unit 130, the constant speed travel control unit 132, and the control switching unit 134 are examples of the “control unit”.

  Some or all of the peripheral recognition unit 102, the following traveling parameter deriving unit 110, the following traveling control unit 130, the constant speed traveling control unit 132, and the control switching unit 134 are realized by a processor executing a program (software). Is done. Some or all of these may be realized by hardware such as LSI (Large Scale Integration) and ASIC (Application Specific Integrated Circuit), or may be realized by a combination of software and hardware. Further, the vehicle control device 100 may be distributed by a plurality of computer devices.

  The storage unit 150 is realized by a ROM (Read Only Memory), a RAM (Random Access Memory), a HDD (Hard Disk Drive), a flash memory, or the like. The program executed by the processor may be stored in the storage unit 150 in advance, or may be downloaded from an external device via an in-vehicle internet facility or the like. Further, the program may be installed in the storage unit 150 by attaching a portable storage medium storing the program to a drive device (not shown). In the storage unit 150, for example, information such as operation acceptance / rejection determination information 152 described later is stored.

  The surrounding recognition unit 102 recognizes the state such as the position, speed, acceleration, and the like of the surrounding vehicle based on the signal output from the detection device 10. The peripheral vehicle is, for example, a vehicle that travels around the host vehicle M and travels in the same direction as the host vehicle M. The peripheral vehicle includes at least a preceding vehicle. The preceding vehicle may be a vehicle that travels in front of the host vehicle M in the host lane in which the host vehicle M travels, and may travel in the same direction as the host vehicle M. It may be a vehicle that stops in front of M. The detection device 10 and the periphery recognition unit 102 are examples of a “detection unit”.

  The following travel parameter deriving unit 110 includes, for example, a driving force deriving unit 112, a braking force deriving unit 114, and an inter-vehicle distance deriving unit 116. Each component in the follow-up travel parameter deriving unit 110 may start processing when, for example, an instruction signal indicating an instruction operation for starting follow-up running is input from the follow-up constant speed switch 50, or a predetermined cycle in the background. The processing result may be repeatedly stored in the storage unit 150, and the latest processing result stored in the storage unit 150 may be read when the instruction signal is input from the tracking constant speed switch 50. .

  The driving force deriving unit 112 derives the traveling driving force Df to be output to the traveling driving force output device 90 based on the speed of the preceding vehicle when the surrounding recognition unit 102 recognizes the preceding vehicle.

  The braking force deriving unit 114 derives a braking force Bt to be output to the brake device 92 based on the speed of the preceding vehicle when the preceding vehicle is recognized by the periphery recognition unit 102. The braking force deriving unit 114 may further correct the derived braking force Bt based on detection signals of various sensors included in the vehicle sensor 30. For example, when the speed derived based on the acceleration detected by the acceleration sensor is smaller than the speed detected by the vehicle speed sensor, the braking force deriving unit 114 determines that the road is an uphill and derived it. The braking force Bt may be corrected to a large value.

  The inter-vehicle distance deriving unit 116 derives the inter-vehicle distance D between the preceding vehicle and the host vehicle M among the peripheral vehicles recognized by the periphery recognizing unit 102. For example, the inter-vehicle distance deriving unit 116 may derive the inter-vehicle distance D with reference to a radar detection signal included in the detection device 10, or may analyze a captured image of a camera included in the detection device 10 and The distance D may be derived. The inter-vehicle distance deriving unit 116 may derive the inter-vehicle distance D based on both detection results by the radar and the camera.

  The following traveling control unit 130 controls the traveling driving force output device 90 so that the traveling driving force Df derived by the driving force deriving unit 112 is output. Further, the follow-up travel control unit 130 controls the brake device 92 so that the braking force Bt derived by the braking force deriving unit 114 is output.

  When an instruction signal indicating an instruction operation to start constant speed traveling is input from the follow constant speed switch 50, the constant speed traveling control unit 132 is not sufficiently recognized by the surrounding recognition unit 102 (or from the own vehicle M enough). When the vehicle is far away, the traveling driving force output device 90 and the brake device 92 are controlled so as to output the target speed during constant speed traveling set by the constant speed setting switch 55.

  The control switching unit 134 refers to the operation acceptability determination information 152 stored in the storage unit 150, and outputs the driving force output by the follow-up traveling control unit 130 according to the inter-vehicle distance D derived by the inter-vehicle distance deriving unit 116. The control is switched to either the control of the device 90 or the control of the traveling driving force output device 90 by the operation of the accelerator pedal 40a. For example, the control switching unit 134 determines that the driver is willing to drive when a state where the operation amount with respect to the operation device 40 exceeds a threshold value continues for a reference time or longer, and travels by operating the accelerator pedal 40a. Switching to control of the driving force output device 90 is performed. In this case, when the operation detection sensor 42 directly outputs the accelerator opening signal to the traveling driving force output device 90, the traveling driving force output device 90 outputs a driving force according to the operation amount of the accelerator pedal 40a.

  FIG. 2 is a diagram illustrating an example of the operation acceptance / rejection determination information 152. Operation acceptability determination information 152 is, for example, whether or not the driving force output device 90 is controlled by the following traveling control unit 130 or the driving force output device 90 is controlled by operating the accelerator pedal 40a with respect to the inter-vehicle distance D. Information regarding whether or not the operation of the accelerator pedal 40a can be accepted and whether or not the operation of the temporary forward switch 60 can be accepted are associated in advance. For example, when the inter-vehicle distance D derived by the inter-vehicle distance deriving unit 116 is equal to or greater than the first threshold value D1, the control switching unit 134 permits the operation with respect to the accelerator pedal 40a and the operation with respect to the temporary forward switch 60 to follow. The control of the travel driving force output device 90 by the travel control unit 130 or the control of the travel driving force output device 90 by the operation of the accelerator pedal 40a is made possible. The first threshold value D1 is set to a distance (for example, about 4 [m]) with some margin from the preceding vehicle.

  When the inter-vehicle distance D is less than the first threshold value D1 and greater than or equal to the second threshold value D2, the control switching unit 134 permits the operation of the accelerator pedal 40a and accepts the operation of the temporary forward switch 60. Is prohibited. For example, the second threshold value D2 is set to a distance (for example, about 2 [m]) that should be secured at least in consideration of a response delay of the hydraulic system in the brake device 92. As a result, the driving force output device 90 can be controlled by operating the accelerator pedal 40a. When the inter-vehicle distance D is less than the second threshold value D2, the control switching unit 134 prohibits the operation of the accelerator pedal 40a and the operation of the temporary forward switch 60, and the travel driving force output by the operation of the accelerator pedal 40a. The control of the device 90 is disabled. As a result, when the inter-vehicle distance D falls below the second threshold value D2, the control right of the host vehicle M is transferred from the driver to the vehicle control device 100.

  FIG. 3 is a diagram illustrating an example of control of the vehicle control device 100 in a certain scene. In any of the scenes (1) to (4) in the figure, a situation is shown in which a preceding vehicle is present ahead when traveling on an uphill. The control according to the present embodiment is not limited to climbing slopes. However, the control according to the present embodiment is particularly effective because the distance (inter-vehicle distance) from the preceding vehicle tends to be vacant on the climbing slopes.

  For example, when traveling on an uphill, the detection value by the detection device 10 or the vehicle sensor 30 varies more than when traveling on a flat road (for example, the speed and vehicle derived from the detection value of the detection device 10 There is a case where the own vehicle M stops at an inter-vehicle distance D that is larger than the first threshold value D1. In this case, as shown in the scene (1) in the figure, the driver operates the temporary forward switch 60 to change the target inter-vehicle distance from the current set value to a smaller set value, thereby leading the host vehicle M. It is assumed that the vehicle is approached. When the target inter-vehicle distance is changed by the operation of the temporary forward switch 60, the vehicle control device 100 causes the host vehicle M to approach the preceding vehicle as shown in the scene (2). At this time, the vehicle control device 100 causes the host vehicle M to approach with a movement amount ΔDa in a range where the inter-vehicle distance D does not become less than the second threshold value D2. In addition, in the scene (1), when the accelerator pedal 40a is operated, the vehicle control device 100 may bring the host vehicle M closer according to the operation amount of the accelerator pedal 40a.

  In the scene (2), when the host vehicle M approaches the preceding vehicle, the inter-vehicle distance D becomes less than the first threshold value D1 and more than the second threshold value D2, and the control switching unit 134 accepts an operation for the temporary forward switch 60. Is prohibited. Here, as shown in the scene (3), since the inter-vehicle distance D is equal to or greater than the second threshold value D2, the control of the travel driving force output device 90 by the operation of the accelerator pedal 40a is permitted, and the driver can control the accelerator pedal 40a. , May further cause the own vehicle M to approach the preceding vehicle. For example, it is assumed that the accelerator pedal 40a is operated by the driver when it is determined from the normal driving experience by the driver that the inter-vehicle distance D can be further reduced. Further, when another vehicle (for example, an emergency vehicle such as an ambulance) is about to pass between the own vehicle M and the following vehicle, the driver presses the accelerator pedal 40a in order to increase the distance D between the following vehicles. It is assumed that the host vehicle M is operated to approach the preceding vehicle. In this case, the following travel parameter deriving unit 110 is based on the operation amount with respect to the accelerator pedal 40a, so that the travel amount at the time of approach becomes a travel amount ΔDb smaller than the travel amount ΔDa, etc. Is derived again. Thereby, as shown in the scene (4), the host vehicle M approaches the preceding vehicle. In addition, when the own vehicle M approaches the preceding vehicle with the movement amount ΔDb and the inter-vehicle distance D becomes less than the second threshold value D2, the control switching unit 134 further prohibits the acceptance of the operation with respect to the accelerator pedal 40a. .

  FIG. 4 is a diagram showing an example of changes in various parameters in the scene shown in FIG. In the figure, LN1 represents a change with respect to time of the driving force Df required in response to an operation on the accelerator pedal 40a. LN2 represents a change with respect to time of the driving force Df required according to the target inter-vehicle distance set by operating the temporary forward switch 60. LN3 represents a change with respect to time of the braking force Bt required according to the target inter-vehicle distance set by operating the temporary forward switch 60. LN4 represents a change with respect to time of the driving force Df to be actually output. This travel drive force Df is derived based on, for example, the travel drive force Df according to the operation on the accelerator pedal 40a, and the travel drive force Df and the braking force Bt according to the target inter-vehicle distance during follow-up travel. LN5 represents a change of the inter-vehicle distance D with respect to time.

  For example, at the time t0, the follow constant speed switch 50 has already been operated and follow running has been started. At this time point, the braking force deriving unit 114 stops the host vehicle M in the middle of the slope, so that the braking force Btx (force is determined in consideration of the gradient of the uphill slope and the detection values of the detection device 10 and the vehicle sensor 30 are taken into account. The braking force at the balanced equilibrium point) is derived. In addition, the driving force deriving unit 112 derives a traveling driving force Df that is equal to or greater than a certain value in order to start a slope from a stopped state. The braking force Btx is an example of a “reference braking force”.

  When the temporary forward switch 60 is operated at time t1 and the target inter-vehicle distance at the time of following is changed to a smaller distance, the driving force deriving unit 112 increases the traveling driving force Df. The braking force deriving unit 114 generates the braking force Bt that is derived when the travel driving force Df derived by the driving force deriving unit 112 exceeds the braking force Btx, that is, when the host vehicle M starts moving forward (time t2). Make it smaller. At this time, the braking force deriving unit 114 derives a braking force Bt that does not cause the inter-vehicle distance D to be less than the second threshold value D2. For example, the braking force deriving unit 114 decreases the braking force Bt in the period ΔTa from time t2 to time t3, and keeps the braking force Bt constant after time t3.

  When the inter-vehicle distance D starts to decrease, the driving force deriving unit 112 gradually decreases the traveling driving force Df, and the braking force Bt travels when the inter-vehicle distance D becomes less than the first threshold D1 (time t4). The current traveling driving force Df is maintained until the driving force Df becomes approximately the same. Further, the braking force deriving unit 114 increases the braking force Bt at time t4. Thereby, it is possible to prevent the own vehicle M from sliding down on the slope.

  When the braking force Bt exceeds the traveling driving force Df and reaches the braking force Btx (time t5), the driving force deriving unit 112 reduces the derived traveling driving force Df to the driving force output by the creep phenomenon. To do. As a result, the host vehicle M stops at a point where the inter-vehicle distance D is less than the first threshold value D1 and greater than or equal to the second threshold value D2.

  When the accelerator pedal 40a is operated at time t6 when the host vehicle M is stopped in the middle of the hill, and the operation amount of the accelerator pedal 40a becomes equal to or greater than the threshold (time t7), the driving force deriving unit 112 is driven to travel. Increase the force Df. The braking force deriving unit 114 reduces the braking force Bt that is derived when the travel driving force Df exceeds the braking force Bt (time t8). At this time, the braking force deriving unit 114 reduces the braking force Bt to such an extent that the inter-vehicle distance D does not become less than the second threshold value D2. For example, the braking force deriving unit 114 reduces the braking force Bt in a longer period ΔTb (for example, a period from time t8 to time t11) than the period ΔTa from time t2 to time t3. That is, the decreasing tendency of the braking force Bt in the period ΔTb is a gradual decreasing change compared to the decreasing tendency of the braking force Bt in the period ΔTa. The braking force output in the period ΔTa is an example of “first braking force”, and the braking force output in the period ΔTb is an example of “second braking force”.

  For example, after time t6, when the driver depresses the accelerator pedal 40a with the speed sensation learned during the follow-up driving, the accelerator pedal 40a has not been depressed (or the frequency of depressing is low) so far. You may step in. On the other hand, in the present embodiment, the output time (period ΔTb) of the braking force Bt when the accelerator pedal 40a is operated with respect to the output time (period ΔTa) of the braking force Bt during the follow-up travel control by the follow-up travel control unit 130. ), The vehicle is controlled so that the host vehicle M does not start suddenly because the braking force Bt is output from the brake device 92 for a longer time even if the accelerator pedal 40a is excessively depressed by the driver. Can do.

  At the time (time t11) when the inter-vehicle distance D becomes less than the second threshold D2 due to the operation of the accelerator pedal 40a, the control switching unit 134 operates the accelerator pedal 40a (accelerator opening signal). ) Is prohibited, and the control of the driving force output device 90 by the operation of the accelerator pedal 40a is switched to the control of the driving force output device 90 by the follow-up driving control unit 130. In response to this, the driving force deriving unit 112 gradually decreases the traveling driving force Df until the braking force Bt exceeds the traveling driving force Df. Further, the braking force deriving unit 114 increases the derived braking force Bt to the balanced braking force Btx. Thereby, it is possible to prevent the own vehicle M from sliding down on the slope.

  FIG. 5 is a flowchart illustrating an example of control by the vehicle control device 100 according to the first embodiment. For example, the processing of this flowchart is started when an operation is performed on the tracking constant speed switch 50.

  First, the follow-up travel control unit 130 or the constant speed travel control unit 132 determines whether or not a preceding vehicle has been recognized by the periphery recognition unit 102 (step S100). If the preceding vehicle is not recognized by the periphery recognition unit 102, the constant speed traveling control unit 132 sets the target speed according to the operation on the constant speed setting switch 55 (step S102). Next, the constant speed traveling control unit 132 controls the traveling driving force output device 90 and the brake device 92 so as to output the target speed during constant speed traveling, and the driving force Df and the braking force Bt are applied to these devices. Is output (step S104).

  On the other hand, when the preceding vehicle is recognized by the periphery recognition unit 102, the follow-up travel control unit 130 sets a target inter-vehicle distance during follow-up travel according to an operation on the temporary forward switch 60 (step S106). The follow-up traveling control unit 130 may use a preset target inter-vehicle distance (default target inter-vehicle distance) when the operation for setting the target inter-vehicle distance is not performed on the temporary forward switch 60.

  Next, the inter-vehicle distance deriving unit 116 derives the inter-vehicle distance D between the preceding vehicle recognized by the periphery recognition unit 102 and the host vehicle M (step S108).

  Next, the control switching unit 134 determines whether or not the inter-vehicle distance D derived by the inter-vehicle distance deriving unit 116 is greater than or equal to the first threshold value D1 (step S110). When the inter-vehicle distance D is equal to or greater than the first threshold value D1, the control switching unit 134 performs an operation (accelerator opening signal or switch operation signal) on the accelerator pedal 40a and the temporary forward switch 60 with respect to the following traveling control unit 130. Acceptance is permitted (step S112).

  On the other hand, when the inter-vehicle distance D is less than the first threshold value D1, the control switching unit 134 determines whether the inter-vehicle distance D is less than the first threshold value D1 and is equal to or greater than the second threshold value D2 (step S114). ). When the inter-vehicle distance D is less than the first threshold D1 and greater than or equal to the second threshold D2, the control switching unit 134 prohibits the follow-up travel control unit 130 from accepting an operation on the temporary forward switch 60, and Acceptance of the operation with respect to the accelerator pedal 40a is permitted (step S116).

  On the other hand, when the inter-vehicle distance D is less than the second threshold D2, the control switching unit 134 prohibits the follow-up travel control unit 130 from accepting operations on the accelerator pedal 40a and the temporary forward switch 60 (step S118). Then, the following traveling control unit 130 controls the traveling driving force output device 90 and the brake device 92 according to the inter-vehicle distance D, and causes these devices to output the traveling driving force Df and the braking force Bt (step S120).

  Next, the following travel parameter deriving unit 110 determines whether or not the accelerator pedal 40a or the temporary forward switch 60 permitted to accept the operation is operated (step S122). When either the accelerator pedal 40a or the temporary forward switch 60 is operated, the following travel parameter deriving unit 110 derives the travel driving force Df and the braking force Bt according to the operation. The following traveling control unit 130 controls the traveling driving force output device 90 and the brake device 92 based on the traveling driving force Df and the braking force Bt derived by the following traveling parameter deriving unit 110, so that The travel driving force Df and the braking force Bt are output (step S124).

  On the other hand, when neither the accelerator pedal 40a nor the temporary forward switch 60 is operated, the following travel parameter deriving unit 110 moves the process to S120. Thereby, the processing of this flowchart is completed.

  In the above-described embodiment, the adjustment of the inter-vehicle distance on the uphill has been described, but the present invention is not limited to this. For example, the vehicle control device 100 may perform the process of the flowchart shown in FIG. 5 described above on a downhill. That is, the vehicle control device 100 moves the host vehicle M so as to shorten the inter-vehicle distance D between the host vehicle M and the preceding vehicle when the accelerator pedal 40a or the temporary forward switch 60 is operated during downhill travel. When the accelerator pedal 40a is further operated, the host vehicle M may be advanced so that the inter-vehicle distance from the preceding vehicle is closer to the preceding vehicle than the first approach. As a result, for example, the host vehicle M can be controlled so that the braking force remains even when the host vehicle M is more likely to travel than forward movement intended by the occupant due to the influence of gravity, such as downhill.

  According to the vehicle control apparatus 100 in the first embodiment described above, when the accelerator pedal 40a or the temporary forward switch 60 is operated in a state where the host vehicle M is stopped, the host vehicle M and the preceding vehicle are not connected. When the host vehicle M is moved forward so as to shorten the inter-vehicle distance D and the accelerator pedal 40a is operated, the inter-vehicle distance from the preceding vehicle is made closer to the preceding vehicle compared to the first approach. By moving the host vehicle M forward, it is possible to adjust the inter-vehicle distance while more faithfully reflecting the driver's intention.

  Further, according to the vehicle control apparatus 100 in the first embodiment described above, when the inter-vehicle distance D is less than the first threshold value D1 and greater than or equal to the second threshold value D2, that is, there is still a margin enough to approach the preceding vehicle. Since only the operation of the accelerator pedal 40a is accepted in some cases, the inter-vehicle distance can be adjusted after more accurately recognizing the vehicle occupant's intention to reduce the inter-vehicle distance D.

  Moreover, according to the vehicle control apparatus 100 in the first embodiment described above, when approaching the preceding vehicle for the second time with respect to the output time (period ΔTa) of the braking force Bt when approaching the preceding vehicle for the first time. In order to lengthen the output time (period ΔTb) of the braking force Bt of the vehicle, even if the accelerator pedal 40a is depressed excessively by the driver, the braking device 92 outputs the braking force Bt, thereby suppressing sudden acceleration. can do. As a result, when the host vehicle M is brought close to the preceding vehicle by the driving operation of the driver, a collision with the preceding vehicle can be prevented.

  In addition, according to the vehicle control device 100 in the first embodiment described above, when avoiding traffic jams and interrupted vehicles, the distance between the preceding vehicle and the preceding vehicle is slightly shortened such that the preceding vehicle slightly advances after the host vehicle M stops. It is possible to adjust the inter-vehicle distance particularly effectively in a desired situation.

<Second Embodiment>
Hereinafter, the second embodiment will be described. The second embodiment is different from the first embodiment in that a reaction force is output to the accelerator pedal 40a when the accelerator pedal 40a is operated. The reaction force refers to a force (pushing back force) in the opposite direction to the force (depressing force) that depresses the accelerator pedal 40a. The following description will focus on differences from the first embodiment, and descriptions of functions and the like common to the first embodiment will be omitted.

  FIG. 6 is a diagram illustrating an example of a configuration centering on the vehicle control device 100A according to the second embodiment. In addition to the configuration (see FIG. 1) shown in the first embodiment described above, a reaction force output device 93 is further mounted on the host vehicle M in the second embodiment. The reaction force output device 93 is an example of a “reaction force output unit”.

  The reaction force output device 93 outputs a reaction force to the accelerator pedal 40a in accordance with an instruction output from the vehicle control device 100A.

  The tracking travel parameter deriving unit 110A of the vehicle control device 100A according to the third embodiment further includes a reaction force deriving unit 118 in addition to the driving force deriving unit 112, the braking force deriving unit 114, and the inter-vehicle distance deriving unit 116 described above. Is provided.

  The reaction force deriving unit 118 is based on the inter-vehicle distance D derived by the inter-vehicle distance deriving unit 116 and the depression force (depression amount) of the accelerator pedal 40a detected by the operation detection sensor 42 (accelerator opening sensor 42a). The reaction force to be output to the reaction force output device 93 is derived. For example, when the accelerator pedal 40a receives an operation when the inter-vehicle distance D is equal to or greater than the first threshold value D1, the reaction force deriving unit 118 derives a reaction force according to the depression force applied to the accelerator pedal 40a. The reaction force deriving unit 118 also determines that the inter-vehicle distance D is greater than or equal to the first threshold D1 when the accelerator pedal 40a accepts an operation when the inter-vehicle distance D is less than the first threshold D1 and greater than or equal to the second threshold D2. In this case, a large reaction force is derived as compared with the reaction force corresponding to the stepping force on the accelerator pedal 40a. The depression force (depression amount) of the accelerator pedal 40a is an example of the “operation amount”.

  FIG. 7 is a flowchart illustrating an example of control by the vehicle control device 100A according to the second embodiment. For example, the processing of this flowchart is repeatedly performed at a predetermined cycle when the host vehicle travels downhill or uphill.

  First, the inter-vehicle distance deriving unit 116 derives the inter-vehicle distance D between the preceding vehicle recognized by the surrounding recognition unit 102 and the host vehicle M (step S200).

  Next, the control switching unit 134 determines whether or not the inter-vehicle distance D derived by the inter-vehicle distance deriving unit 116 is greater than or equal to the first threshold value D1 (step S202). When the inter-vehicle distance D is equal to or greater than the first threshold value D1, the control switching unit 134 permits the follow-up travel control unit 130 to accept operations on the accelerator pedal 40a and the temporary forward switch 60 (step S204).

  Next, the following travel parameter deriving unit 110 determines whether or not the accelerator pedal 40a permitted to accept the operation has been operated (step S206). When the accelerator pedal 40a is operated, the reaction force deriving unit 118 of the following travel parameter deriving unit 110A derives a reaction force (hereinafter referred to as a first reaction force) corresponding to the depression force of the accelerator pedal 40a. At this time, the first reaction force is derived at a predetermined ratio (for example, first reaction force: depression force = 0.2: 1.0) with respect to the depression force of the accelerator pedal 40a. Hereinafter, the predetermined ratio corresponding to the first reaction force will be described as the first ratio.

  Then, the follow-up traveling control unit 130 controls the reaction force output device 93 based on the first reaction force derived by the reaction force deriving unit 118, thereby causing the device to output the first reaction force (step S208). .

  On the other hand, when the inter-vehicle distance D is less than the first threshold value D1, the control switching unit 134 determines whether or not the inter-vehicle distance D is less than the first threshold value D1 and greater than or equal to the second threshold value D2 (step S210). ). When the inter-vehicle distance D is less than the first threshold D1 and greater than or equal to the second threshold D2, the control switching unit 134 prohibits the follow-up travel control unit 130 from accepting an operation on the temporary forward switch 60, and Acceptance of the operation with respect to the accelerator pedal 40a is permitted (step S212).

  Next, the follow-up travel parameter deriving unit 110 determines whether or not the accelerator pedal 40a permitted to accept the operation has been operated (step S214). When the accelerator pedal 40a is operated, the reaction force deriving unit 118 derives a reaction force (hereinafter referred to as a second reaction force) corresponding to the depression amount of the accelerator pedal 40a. At this time, the second reaction force is larger than the first ratio corresponding to the first reaction force with respect to the depression force of the accelerator pedal 40a (for example, the second reaction force: the depression force = 0.5: 1.0).

  Then, the follow-up traveling control unit 130 controls the reaction force output device 93 based on the second reaction force derived by the reaction force deriving unit 118, thereby causing the device to output the second reaction force (step S216). . Accordingly, when the host vehicle M is further brought closer to the preceding vehicle from the first approach, it is possible to make it difficult to depress the accelerator pedal 40a, and it is possible to suppress a sudden increase in driving force.

  On the other hand, when the inter-vehicle distance D is less than the second threshold value D2, the control switching unit 134 prohibits the follow-up travel control unit 130 from accepting operations on the accelerator pedal 40a and the temporary forward switch 60 (step S218). Thereby, the process of this flowchart is complete | finished.

  The reaction force deriving unit 118 may derive the first reaction force by setting the first ratio to zero when the accelerator pedal 40a is operated when the inter-vehicle distance D is equal to or greater than the first threshold value D1. Further, when the accelerator pedal 40a is operated when the inter-vehicle distance D is less than the first threshold D1 and greater than or equal to the second threshold D2, the reaction force deriving unit 118 has a second ratio with a value exceeding zero. Two reaction forces may be derived. That is, when the accelerator pedal 40a is operated when the inter-vehicle distance D is equal to or greater than the first threshold D1, the vehicle control device 100A sets the inter-vehicle distance D to the first threshold D1 without outputting a reaction force to the accelerator pedal 40a. If the accelerator pedal 40a is operated when it is less than the second threshold value D2, the reaction force may be output to the accelerator pedal 40a.

  According to the vehicle control device 100A in the second embodiment described above, when the accelerator pedal 40a is operated when the inter-vehicle distance D is equal to or greater than the first threshold value D1, the first control corresponding to the stepping force on the accelerator pedal 40a is performed. 1 reaction force is output to the accelerator pedal 40a, and when the accelerator pedal 40a is operated when the inter-vehicle distance D is less than the first threshold value D1 and greater than or equal to the second threshold value D2, the depression of the accelerator pedal 40a is performed. By outputting a second reaction force, which is smaller than the reaction force according to the force, to the accelerator pedal 40a, the driver's intention is reflected more faithfully and the inter-vehicle distance is adjusted, and a sudden driving force Increase can be suppressed.

<Third Embodiment>
Hereinafter, a third embodiment will be described. The third embodiment is different from the first and second embodiments in that the travel driving force Df corresponding to the operation amount of the accelerator pedal 40a is changed according to the inter-vehicle distance D. In the following, differences from the first and second embodiments will be mainly described, and descriptions of functions and the like common to the first and second embodiments will be omitted.

  FIG. 8 is a flowchart illustrating an example of control by the vehicle control device 100B according to the third embodiment. For example, the processing of this flowchart is repeatedly performed at a predetermined cycle when the host vehicle travels downhill or uphill.

  First, the inter-vehicle distance deriving unit 116 derives the inter-vehicle distance D between the preceding vehicle recognized by the periphery recognition unit 102 and the host vehicle M (step S300).

  Next, the control switching unit 134 determines whether or not the inter-vehicle distance D derived by the inter-vehicle distance deriving unit 116 is greater than or equal to the first threshold value D1 (step S302). When the inter-vehicle distance D is equal to or greater than the first threshold value D1, the control switching unit 134 allows the follow-up travel control unit 130 to accept operations on the accelerator pedal 40a and the temporary forward switch 60 (step S304).

  Next, the following travel parameter deriving unit 110 determines whether or not the accelerator pedal 40a permitted to accept the operation has been operated (step S306). When the accelerator pedal 40a is operated, the driving force deriving unit 112 in the third embodiment derives the traveling driving force Df according to the depression force of the accelerator pedal 40a.

  The follow-up traveling control unit 130 controls the traveling driving force output device 90 based on the traveling driving force Df derived by the driving force deriving unit 112, thereby causing the device to output the traveling driving force Df (step S308). ).

  On the other hand, when the inter-vehicle distance D is less than the first threshold value D1, the control switching unit 134 determines whether or not the inter-vehicle distance D is less than the first threshold value D1 and greater than or equal to the second threshold value D2 (step S310). ). When the inter-vehicle distance D is less than the first threshold D1 and greater than or equal to the second threshold D2, the control switching unit 134 prohibits the follow-up travel control unit 130 from accepting an operation on the temporary forward switch 60, and Acceptance of the operation with respect to the accelerator pedal 40a is permitted (step S312).

  Next, the follow-up travel parameter deriving unit 110 determines whether or not the accelerator pedal 40a permitted to accept the operation has been operated (step S314). When the accelerator pedal 40a is operated, the driving force deriving unit 112 derives the traveling driving force Df corresponding to the depression force of the accelerator pedal 40a. Then, the following traveling control unit 130 controls the traveling driving force output device 90 based on the traveling driving force Df derived by the driving force deriving unit 112, thereby causing the device to output the traveling driving force Df (step S316). ).

  Next, the driving force deriving unit 112 determines whether or not the traveling driving force Df output by the traveling driving force output device 90 is equal to or greater than the braking force Btx (a value corresponding to the equilibrium point) at which the forces are balanced. (Step S318). For example, when the traveling driving force Df is equal to or greater than the braking force Btx, such as after time t5 in FIG. 4 described above, the driving force deriving unit 112 determines the traveling driving force Df according to the depression force of the accelerator pedal 40a as the inter-vehicle distance. Decrease according to D (step S320).

  FIG. 9 is a diagram showing the relationship between the travel driving force Df for each inter-vehicle distance D and the operation amount of the accelerator pedal 40a. LN6 in the figure indicates a change tendency of the driving force Df with respect to the depression force of the accelerator pedal 40a when the inter-vehicle distance is D1. LN7 indicates a change tendency of the driving force Df with respect to the depression force of the accelerator pedal 40a when the inter-vehicle distance is D1-2 less than D1. LN8 indicates a change tendency of the driving force Df with respect to the depression force of the accelerator pedal 40a when the inter-vehicle distance is D1-3 less than D1-2. LN9 indicates a change tendency of the driving force Df with respect to the depression force of the accelerator pedal 40a when the inter-vehicle distance is D2 less than D1-3. As shown in the figure, for example, the driving force deriving unit 112 may moderate the increasing tendency of the traveling driving force Df with respect to the depression force of the accelerator pedal 40a as the inter-vehicle distance D is shorter. Thereby, even when the host vehicle M is further brought closer to the preceding vehicle from the first approach, even if the accelerator pedal 40a is strongly depressed, it is possible to suppress a sudden increase in driving force. .

  Now, the description returns to the flowchart of FIG. When a negative determination result is obtained in the determination of S310, that is, when the inter-vehicle distance D is less than the second threshold value D2, the control switching unit 134 causes the accelerator pedal 40a and the temporary forward movement to the following traveling control unit 130. The acceptance of the operation on the switch 60 is prohibited (step S322). Thereby, the process of this flowchart is complete | finished.

  According to the vehicle control device 100B in the third embodiment described above, when the accelerator pedal 40a is operated when the inter-vehicle distance D is less than the first threshold value D1 and greater than or equal to the second threshold value D2, the accelerator pedal 40a is operated. The travel driving force Df corresponding to the depressing force on the pedal 40a is reduced and output as the inter-vehicle distance D becomes shorter, thereby adjusting the inter-vehicle distance more faithfully reflecting the driver's intention, and a sudden driving force. Can be suppressed.

<Fourth Embodiment>
Hereinafter, a fourth embodiment will be described. The fourth embodiment is different from the first to third embodiments in that the vehicle control device 100C performs automatic driving that automatically performs at least one of speed control and steering control of the host vehicle M. Hereinafter, automatic driving that automatically performs at least one of speed control and steering control is referred to as “automatic driving mode”, and manual driving that performs speed control and steering control by the driver is referred to as “manual driving mode”. explain. The following traveling and constant speed traveling described above are included in the automatic operation mode, for example. Hereinafter, differences from the first to third embodiments will be mainly described, and description of functions and the like common to the first to third embodiments will be omitted.

  FIG. 10 is a diagram illustrating an example of a configuration centering on the vehicle control device 100 </ b> C according to the fourth embodiment. The detection device 10 in the fourth embodiment includes, for example, a radar, a camera, and a finder. In addition, an automatic driving changeover switch 70, a navigation device 80, and a steering device 94 are further mounted on the host vehicle M on which the vehicle control device 100C is mounted.

  The automatic operation changeover switch 70 is a switch that receives an instruction operation for switching between the automatic operation mode and the manual operation mode. When receiving an instruction operation for starting the automatic driving mode, the automatic driving changeover switch 70 outputs an instruction signal indicating the instruction operation to the vehicle control device 100C.

  The navigation device 80 includes a GNSS (Global Navigation Satellite System) receiver, map information (navigation map), a touch panel display device that functions as a user interface, a speaker, a microphone, and the like. The navigation device 80 identifies the position of the host vehicle M using the GNSS receiver, and derives a route from the position to the destination specified by the user. The route derived by the navigation device 80 is provided to the target lane determining unit 136 of the vehicle control device 100C. The position of the host vehicle M may be specified or supplemented by an INS (Inertial Navigation System) using the output (detection value) of the vehicle sensor 30. In addition, the navigation device 80 guides the route to the destination by voice or navigation display when the vehicle control device 100C is executing the manual operation mode.

  The steering device 94 includes, for example, a steering ECU and an electric motor. For example, the electric motor changes the direction of the steered wheels by applying a force to a rack and pinion mechanism. The steering ECU drives the electric motor in accordance with information input from the vehicle control device 100 or information on the steering steering angle or steering torque output from the operation detection sensor 42 to change the direction of the steered wheels.

  The vehicle control apparatus 100C according to the fourth embodiment includes, for example, a target lane determining unit 136, a host vehicle position recognizing unit 138, and an automatic driving control unit in addition to the configurations of the first to third embodiments described above. 140. The storage unit 150C in the fourth embodiment further stores high-precision map information 154, target lane information 156, and action plan information 158. The high-precision map information 154 is map information that is more accurate than the navigation map that the navigation device 80 has. The high-precision map information 154 includes, for example, information on the center of the lane or information on the boundary of the lane. In addition, the high-precision map information 154 may include road information, traffic regulation information (information that the lane is blocked due to construction, traffic accidents, traffic jams, or the like). Road information includes information indicating the type of road such as expressway, toll road, national road, prefectural road, road lane number, width of each lane, road gradient, road position (longitude, latitude, height). Information including 3D coordinates), curvature of lane curves, lane merging and branch point positions, signs provided on roads, and the like.

  The target lane determination unit 136 is realized by an MPU, for example. The target lane determining unit 136 divides the route provided from the navigation device 80 into a plurality of blocks (for example, every 100 [m] with respect to the vehicle traveling direction), and refers to the high-precision map information 154 for each block. Determine the target lane. The target lane determination unit 136 determines, for example, what number lane from the left to travel. For example, the target lane determining unit 136 determines the target lane so that the host vehicle M can travel on a reasonable travel route for proceeding to the branch destination when there is a branch point or a merge point in the route. . The target lane determined by the target lane determination unit 136 is stored as target lane information 156 in the storage unit 150C.

  The own vehicle position recognizing unit 138 is recognized from, for example, a road marking line pattern (for example, an array of solid lines and broken lines) recognized from the high-precision map information 154 and an image captured by a camera included in the detection device 10. The travel lane is recognized by comparing the pattern of the road lane markings around the host vehicle M. In this recognition, the position of the host vehicle M acquired from the navigation device 80 and the processing result by INS may be taken into account.

  The automatic driving control unit 140 includes, for example, an action plan generation unit 142 and a trajectory generation unit 144. The action plan generation unit 142 sets a starting point of automatic driving and / or a destination of automatic driving. The action plan generation unit 142 generates an action plan in a section between the start point and the destination for automatic driving. The action plan is composed of, for example, a plurality of events that are sequentially executed. Events include, for example, a deceleration event that decelerates the host vehicle, an acceleration event that accelerates the host vehicle, a lane keep event that causes the host vehicle to travel so as not to deviate from the driving lane, and a lane change event that changes the driving lane. It is. Information indicating the action plan generated by the action plan generation unit 142 is stored as action plan information 158 in the storage unit 150C.

  For example, when the lane keeping event is performed, the trajectory generation unit 144 determines one of the travel modes such as constant speed travel, follow-up travel, low-speed follow-up travel, deceleration travel, curve travel, and obstacle avoidance travel. The track generation unit 144 generates a track candidate based on the determined running mode. The track generation unit 144 determines, for example, as a set of target positions (track points) that the reference position (for example, the center of gravity and the center of the rear wheel axis) of the host vehicle M should arrive at every future predetermined time. The speed of the host vehicle M increases as the distance between the track points increases, and the speed of the host vehicle M decreases as the distance between the track points decreases. Accordingly, the trajectory generator 144 gradually increases the distance between the trajectory points when it is desired to accelerate, and gradually decreases the distance between the trajectory points when it is desired to decelerate.

  The track generation unit 144 activates the follow-up travel parameter derivation unit 110 when the travel mode of the host vehicle M is determined as follow-up travel. In response to this, the following travel parameter deriving unit 110 starts processing. Therefore, in this case, the follow constant speed switch 50 and the temporary forward switch 60 may be omitted.

  The following traveling control unit 130 in the fourth embodiment includes a traveling driving force output device 90, a brake device 92, and a vehicle driving force output device 90 so that the host vehicle M passes the track generated by the track generating unit 144 at a scheduled time. The steering device 94 is controlled. Further, when the travel mode is determined to be the follow-up travel by the track generation unit 144, the follow-up travel control unit 130 travels based on the travel drive force Df and the braking force Bt derived by the follow-up travel parameter deriving unit 110, respectively. The force output device 90 and the brake device 92 are controlled. The follow-up running control unit 130 may control the steering device 94 based on the positional relationship between the track points generated by the track generation unit 144.

  The control switching unit 134 switches between the automatic operation mode and the manual operation mode based on a signal input from the automatic operation switch 70.

  According to the vehicle control device 100C in the fourth embodiment described above, the inter-vehicle distance can be adjusted by reflecting the driver's intention more faithfully, as in the first to third embodiments described above. .

  In addition, according to the vehicle control device 100C in the fourth embodiment, when the automatic driving mode is set, the host vehicle M travels autonomously, so that convenience for the user is further improved.

  As mentioned above, although the form for implementing this invention was demonstrated using embodiment, this invention is not limited to such embodiment at all, In the range which does not deviate from the summary of this invention, various deformation | transformation and substitution Can be added.

DESCRIPTION OF SYMBOLS 10 ... Detection device, 20 ... Communication apparatus, 30 ... Vehicle sensor, 40 ... Operation device, 40a ... Accelerator pedal, 42 ... Operation detection sensor, 42a ... Accelerator opening degree sensor, 50 ... Tracking constant speed switch, 55 ... Constant speed setting Switch: 60 ... Temporary forward switch, 90 ... Driving force output device, 92 ... Brake device, 93 ... Reaction force output device, 100, 100A, 100B, 100C ... Vehicle control device, 102 ... Peripheral recognition unit, 110, 110A ... Follow-up running parameter deriving unit 112... Driving force deriving unit 114. Braking force deriving unit 116. Inter-vehicle distance deriving unit 118. Reaction force deriving unit 130. Follow-up running control unit 132 132 Constant speed running control unit 134 ... Control switching unit, 150, 150C ... Storage unit, 152 ... Operation acceptance determination information

Claims (13)

A reception unit for receiving operations by passengers of the vehicle;
A detection unit for detecting an object around the vehicle;
A control unit that instructs at least one of a travel driving force output unit or a braking force output unit to stop the vehicle when an object located in front of the vehicle is detected by the detection unit;
The controller is
When the first predetermined operation is received by the reception unit in a state where the vehicle is stopped, the vehicle is advanced so as to shorten the inter-vehicle distance between the vehicle and an object positioned in front of the vehicle. ,
When the second predetermined operation is received by the reception unit, the vehicle is advanced so that the inter-vehicle distance is further shortened compared to the case where the first predetermined operation is received;
Vehicle control device. The reception unit includes an accelerator pedal provided in the vehicle and an operator different from the accelerator pedal,
The first predetermined operation is an operation on the accelerator pedal or an operation on the operator,
The second predetermined operation is an operation on the accelerator pedal.
The vehicle control device according to claim 1. The controller is
When the first predetermined operation is received by the reception unit, the vehicle is advanced while gradually decreasing the braking force to be output to the braking force output unit,
When the second predetermined operation is received by the reception unit, the vehicle is advanced while gradually decreasing the braking force to be output to the braking force output unit, and the first predetermined operation is received. In comparison with the above, when the braking force is gradually reduced, the speed at which the braking force is reduced is reduced.
The vehicle control device according to claim 1 or 2. The controller is
When the first predetermined operation is received by the reception unit, the vehicle is moved forward by causing the traveling driving force output unit to output a driving force according to the inter-vehicle distance,
When the second predetermined operation is received by the reception unit, the vehicle is advanced by causing the travel driving force output unit to output a driving force corresponding to the operation on the accelerator pedal;
The vehicle control device according to claim 2. The controller is
When the inter-vehicle distance is less than the first threshold value, the vehicle does not move forward according to the first predetermined operation,
When the inter-vehicle distance is less than a second threshold value that is smaller than the first threshold value, the vehicle does not advance in accordance with the first predetermined operation and the second predetermined operation.
The vehicle control device according to any one of claims 1 to 4. The control unit maintains the traveling driving force output from the traveling driving force output unit until the braking force output from the braking force output unit is approximately equal to the traveling driving force output from the traveling driving force output unit. ,
The vehicle control device according to any one of claims 1 to 5. A reaction force output unit for outputting a reaction force to the accelerator pedal;
The controller is
When the second predetermined operation is received by the accelerator pedal, the reaction force output unit outputs a larger reaction force than when the first predetermined operation is received.
The vehicle control device according to claim 2. The controller is
When the first predetermined operation is received by the accelerator pedal, the driving force output unit outputs a driving force according to the operation amount of the first predetermined operation,
When the second predetermined operation is received by the accelerator pedal, the travel driving force output unit outputs a driving force that is smaller than a driving force corresponding to an operation amount of the second predetermined operation.
The vehicle control device according to claim 2. The controller has a shorter inter-vehicle distance when the second predetermined operation is received by the accelerator pedal than an inter-vehicle distance when the first predetermined operation is received by the accelerator pedal. As a result, a driving force smaller than the driving force corresponding to the operation amount of the second predetermined operation is output to the traveling driving force output unit.
The vehicle control device according to claim 8. The controller is
When the driving force to be output to the traveling driving force output unit is greater than or equal to a reference braking force, a driving force that is smaller than the driving force corresponding to the operation amount of the second predetermined operation is output from the traveling driving force output. To output to
The vehicle control device according to claim 8 or 9. A reception unit for receiving operations by passengers of the vehicle;
A detection unit for detecting an object around the vehicle;
A control unit that outputs a driving force to the traveling driving force output unit and outputs a braking force smaller than the driving force to the driving force output unit when starting the stopped vehicle;
The controller is
Among the objects detected by the detection unit, when the inter-vehicle distance between the object located in front of the vehicle and the vehicle is equal to or greater than a threshold, the vehicle when the first predetermined operation is received by the reception unit Move forward,
When the inter-vehicle distance is less than the threshold, the vehicle advances when the second predetermined operation is received by the reception unit;
Vehicle control device. An in-vehicle computer mounted on a vehicle including a reception unit that receives an operation by a vehicle occupant, a driving force output unit, and a braking force output unit,
Detecting objects around the vehicle,
When an object located in front of the vehicle is detected, the vehicle is stopped by instructing at least one of the traveling driving force output unit or the braking force output unit,
When the first predetermined operation is received by the reception unit in a state where the vehicle is stopped, the vehicle is advanced so as to shorten the inter-vehicle distance between the vehicle and an object positioned in front of the vehicle. ,
When the second predetermined operation is received by the reception unit, the vehicle is advanced so that the inter-vehicle distance is further shortened compared to the case where the first predetermined operation is received;
Vehicle control method. In-vehicle computer mounted on a vehicle including a reception unit that receives an operation by a vehicle occupant, a driving force output unit, and a braking force output unit,
Processing to detect objects around the vehicle;
A process of instructing at least one of the travel driving force output unit or the braking force output unit to stop the vehicle when an object located in front of the vehicle is detected;
When the first predetermined operation is received by the reception unit in a state where the vehicle is stopped, the vehicle is advanced so as to shorten the inter-vehicle distance between the vehicle and an object positioned in front of the vehicle. Processing,
When the second predetermined operation is received by the reception unit, a process of moving the vehicle forward so that the inter-vehicle distance is further shortened as compared with the case where the first predetermined operation is received;
A vehicle control program for executing

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