JP2019137228A - Automatic driving vehicle and vehicle control method - Google Patents

Abstract

To perform speed reduction control capable of improving fuel efficiency in consideration of an arrival delay allowable time when stopping a vehicle which travels in an automatic driving mode at a stop position.SOLUTION: An automatic driving vehicle capable of traveling in an automatic driving mode comprises: an acquisition part which acquires information on a stop position where the vehicle is to stop; and a control part which performs speed reduction control over the vehicle traveling toward the stop position. The control part performs first speed reduction control or second speed reduction control according to a comparison between a time difference between a first time and a second time and a previously set arrival delay allowable time, wherein the first time is a time up to when the vehicle reaches the stop position under the first speed reduction control in which a brake is controlled after a cruise travel in a travel control state in the automatic driving mode, and the second time is a time up to when the vehicle reaches the stop position under the second speed reduction control by brake speed reduction accompanied by fuel cutting after slow speed reduction by coasting instead of the cruise travel.SELECTED DRAWING: Figure 4

Description

  The present invention relates to an autonomous driving vehicle and a vehicle control method.

  Patent Document 1 discloses a configuration for acceleration / deceleration control of a vehicle to a target vehicle speed capable of traveling under a predetermined traveling condition, regarding deceleration control in automatic driving.

JP 2010-30544 A

  However, even if the vehicle is expected to decelerate or stop ahead due to a red light, pause, traffic jam, etc., it will follow the preceding vehicle in automatic driving and accelerate to control to the target inter-vehicle distance And fuel efficiency can be reduced.

  In view of the above problems, the present invention provides an automatic driving vehicle capable of performing deceleration control capable of improving fuel efficiency in consideration of an arrival delay allowable time when a vehicle traveling in an automatic driving is stopped at a stop position. For the purpose of provision.

A vehicle control device according to one aspect of the present invention is an autonomous driving vehicle capable of traveling by automatic driving,
An acquisition means for acquiring information of a stop position where the host vehicle stops;
Control means for performing deceleration control of the host vehicle toward the stop position,
The control means includes
After a cruise run in the running control state by the automatic driving, after a first time until reaching the stop position by the first deceleration control that controls the brake, and after slow deceleration by coasting instead of the cruise running Based on the comparison between the difference time with the second time until the vehicle reaches the stop position by the second deceleration control by the brake deceleration accompanied by the fuel cut, and the preset arrival delay allowable time, the first Deceleration control or second deceleration control is performed.

  ADVANTAGE OF THE INVENTION According to this invention, when stopping the vehicle which drive | workes by an automatic driving | operation at a stop position, it becomes possible to perform the deceleration control which can improve a fuel consumption in consideration of arrival delay allowable time.

The block diagram which shows the basic composition of a vehicle control apparatus. (A) is a block diagram for determining acceleration / deceleration of a preceding vehicle, and (B) is a block diagram for estimating deceleration due to coasting down. The figure which shows the structural example of the control block diagram for controlling a vehicle. The figure explaining the flow of processing of deceleration control. The figure explaining Embodiment 1 of deceleration control. The figure explaining the calculation method of coasting down start remaining distance. The figure explaining Embodiment 2 of deceleration control. The figure explaining Embodiment 3 of deceleration control.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. The components described in this embodiment are merely examples, and are not limited by the following embodiments.

(Configuration of vehicle control device)
The vehicle of this embodiment is a vehicle that can travel by automatic driving, and FIG. 1 is a diagram illustrating a basic configuration of a vehicle control device 100 that performs automatic driving control of the vehicle. The vehicle control device 100 includes a sensor S, a camera CAM, and a computer COM. The sensor S includes, for example, a radar S1, a lidar S2 (Light Detection and Ranging (LIDAR)), a gyro sensor S3, a GPS sensor S4, a vehicle speed sensor S5, an acceleration sensor S6, and the like. The sensor S and the camera CAM acquire various types of vehicle information and input them to the computer COM.

  Further, the computer COM includes a CPU (C1) that performs processing related to automatic driving control of the vehicle, a memory C2, and a communication unit C3. The communication unit C3 is connected to the network NT and configured to be able to communicate with a server SV on the network that provides road traffic information and an infrastructure device IT having a communication function. The communication unit C3 acquires signal information provided from an optical beacon, for example, and the CPU (C1) can determine whether the front is a red signal based on the signal information acquired by the communication unit C3.

  The communication unit C3 can acquire map information from the outside, and the CPU (C1) determines whether the front of the road on which the host vehicle is traveling is temporarily stopped based on the map information acquired by the communication unit C3. can do. In addition, the communication unit C3 can acquire traffic jam information provided from the road traffic information communication system (VICS (registered trademark)), and the CPU (C1) uses the traffic jam information acquired by the communication unit C3. Based on this, it can be determined whether the road ahead where the host vehicle is traveling is congested. In the present embodiment, the communication unit C3 functions as an acquisition unit that acquires information on a stop position where the host vehicle stops. Moreover, CPU (C1) of computer COM functions as a control part which performs deceleration control of the own vehicle toward a stop position based on the information which the communication unit C3 acquired.

  The computer COM can perform image processing on information input from the sensor S (radar S1, lidar S2) and the camera CAM, and extract a target (object) existing around the host vehicle. The computer COM extracts a target from an image acquired by the sensor S (radar S1, lidar S2) and the camera CAM, and what kind of target is arranged around the own vehicle, Analyze the relative positional relationship with the target. For example, as a target, a preceding vehicle traveling in front of the host vehicle can be extracted, and an inter-vehicle distance (actual inter-vehicle distance) between the host vehicle and the preceding vehicle can be acquired.

  Further, the gyro sensor S3 detects the rotational motion and posture of the host vehicle, and the computer COM can determine the course of the host vehicle based on the detection result of the gyro sensor S3, the vehicle speed detected by the vehicle speed sensor S5, and the like. The GPS sensor S4 detects the current position (position information) of the host vehicle in the map information. The acceleration sensor S6 detects the acceleration of the host vehicle.

  The CPU (C1) of the computer COM is detected by the acceleration sensor S6 and the inter-vehicle distance (actual inter-vehicle distance) between the host vehicle and the preceding vehicle acquired by the sensor S (radar S1, lidar S2) and the camera CAM. The acceleration / deceleration of the preceding vehicle can be determined using the acceleration of the host vehicle.

  FIG. 2A is a block diagram for determining acceleration / deceleration of the preceding vehicle, and the CPU (C1) performs differential calculation twice for the inter-vehicle distance (actual inter-vehicle distance) between the host vehicle and the preceding vehicle. To obtain the acceleration of the preceding vehicle. The CPU (C1) determines that the preceding vehicle is accelerated if the result of the addition calculation of the acceleration of the preceding vehicle and the acceleration of the host vehicle is positive, and determines that the preceding vehicle is decelerated if the addition result is negative.

  Further, the CPU (C1) of the computer COM is based on the acceleration (actual acceleration) of the host vehicle detected by the acceleration sensor S6, theoretical acceleration, flat running resistance (air resistance and rolling resistance), and vehicle weight information. It is possible to estimate the deceleration (hereinafter referred to as “coasting down deceleration G”) at the time of deceleration by coasting down. FIG. 2B is a block diagram for estimating a deceleration G (deceleration) when performing slow deceleration (coasting down) by coasting, and the CPU (C1) is an acceleration (actual acceleration) of the host vehicle. ), Theoretical acceleration, flat running resistance (air resistance and rolling resistance), and vehicle weight information as inputs of the block diagram, it is possible to estimate the deceleration when decelerating by coasting down.

  In the coasting down state of the transmission (TM) vehicle, the transmission is in the neutral state and the engine and the tire are separated from each other. By separating the friction element, the deceleration G is suppressed and the cruising distance is increased.

  In the coasting down state of an electric vehicle, the efficiency deteriorates if power is taken from the battery during driving and absorbed during regeneration. Further, since the electric power for counter electromotive force cancellation is required as the motor zero torque, the deceleration G is suppressed and the cruising distance is increased by turning off the gate of the drive motor and eliminating the charge / discharge.

  The vehicle control device 100 can control the traveling of the vehicle based on the automatic driving function using the information of the sensor S and the camera CAM, the information acquired by the communication unit C3 through communication, and the information calculated by the CPU (C1). It is.

  When the vehicle control device 100 shown in FIG. 1 is mounted on an autonomous driving vehicle, the computer COM may be arranged in a recognition processing system ECU or an image processing system ECU that processes information from the sensor S and the camera CAM, for example. Alternatively, it may be arranged in an ECU that controls a communication unit or an input / output device, an ECU in a control unit that controls driving of a vehicle, an ECU that controls a brake device, or an ECU for automatic driving. You may arrange in.

  FIG. 3 is a diagram illustrating a configuration example of a control block diagram of the vehicle control device 100 for controlling the host vehicle (hereinafter also referred to as “vehicle 1”). In FIG. 3, the outline of the vehicle 1 is shown in a plan view and a side view. The vehicle 1 is a sedan type four-wheeled passenger car as an example. For example, as shown in FIG. 3 described below, the functions may be distributed to a plurality of ECUs constituting the vehicle control device 100 such as an ECU for the sensor S, an ECU for the camera, and an ECU for automatic driving.

  The control unit 2 in FIG. 3 controls each part of the vehicle 1. The control unit 2 includes a plurality of ECUs 20 to 29 that are communicably connected via an in-vehicle network. Each ECU (Engine Control Unit) includes a processor represented by a CPU (Central Processing Unit), a storage device such as a semiconductor memory, and an interface with an external device. The storage device stores a program executed by the processor, data used by the processor for processing, and the like. Each ECU may include a plurality of processors, storage devices, interfaces, and the like.

  Hereinafter, functions and the like that are handled by the ECUs 20 to 29 will be described. Note that the number of ECUs and the functions in charge can be appropriately designed for the vehicle 1, and can be further subdivided or integrated as compared with the present embodiment.

  The ECU 20 executes vehicle control related to automatic driving of the vehicle 1 (own vehicle) according to the present embodiment. In automatic operation, at least one of steering and acceleration / deceleration of the vehicle 1 is automatically controlled. Processing related to specific control related to automatic driving will be described in detail later.

  In the travel control of the vehicle, the ECU 20 determines the position of the vehicle 1 (own vehicle) indicating the situation around the vehicle, the relative position of other vehicles existing around the vehicle 1, information on the road on which the vehicle 1 travels, and a map. Based on the information or the like, the automatic driving level is set to control the automatic driving of the vehicle.

  Here, the automatic driving level refers to the degree to which the control unit (for example, the ECU 20) controls the operations related to acceleration, steering, and braking of the vehicle, and the degree of vehicle operation in the driver (driver) who operates the vehicle. Accordingly, the operation control information is classified into a plurality of stages.

  The ECU 21 controls the electric power steering device 3. The electric power steering device 3 includes a mechanism that steers the front wheels in accordance with the driving operation (steering operation) of the driver with respect to the steering wheel 31. In addition, the electric power steering device 3 includes a motor that assists the steering operation or that exhibits a driving force for automatically steering the front wheels, a sensor that detects a steering angle, and the like. When the driving state of the vehicle 1 is automatic driving, the ECU 21 automatically controls the electric power steering device 3 in response to an instruction from the ECU 20 to control the traveling direction of the vehicle 1.

  The ECUs 22 and 23 control the detection units 41 to 43 that detect the surrounding situation of the vehicle and perform information processing on detection results. The detection unit 41 is, for example, a camera that captures the front of the vehicle 1 (hereinafter may be referred to as the camera 41). In the present embodiment, two detection units 41 are provided at the front of the roof of the vehicle 1. . By analyzing the image captured by the camera 41 (image processing), it is possible to extract the contour of the target and to extract the lane markings (white lines, etc.) on the road.

  The detection unit 42 (rider detection unit) is, for example, a lidar (laser radar) (hereinafter sometimes referred to as a lidar 42), and detects a target around the vehicle 1 with light, Measure the distance. In the present embodiment, a plurality of riders 42 are provided around the vehicle. In the example shown in FIG. 3, for example, five riders 42 are provided, one at each corner of the front part of the vehicle 1, one at the center of the rear part, and one at each side of the rear part. ing. The detection unit 43 (radar detection unit) is, for example, a millimeter wave radar (hereinafter may be referred to as a radar 43), detects a target around the vehicle 1 by radio waves, and determines a distance from the target. Measure distance. In the present embodiment, a plurality of radars 43 are provided around the vehicle. In the example illustrated in FIG. 3, for example, five radars 43 are provided, one at the front center of the vehicle 1, one at each front corner, and one at each rear corner. ing.

  The ECU 22 performs control of one camera 41 and each rider 42 and information processing of detection results. The ECU 23 performs control of the other camera 41 and each radar 43 and information processing of detection results. By providing two sets of devices that detect the surroundings of the vehicle, the reliability of the detection results can be improved, and by providing different types of detection units such as cameras, lidars, and radars, analysis of the surrounding environment of the vehicle Can be performed in many ways. Note that the ECU 22 and the ECU 23 may be combined into one ECU.

  The ECU 24 controls the gyro sensor 5, the GPS sensor 24b, and the communication unit 24c and performs information processing on the detection result or the communication result. The gyro sensor 5 detects the rotational movement of the vehicle 1. The course of the vehicle 1 can be determined based on the detection result of the gyro sensor 5, the wheel speed, and the like. The GPS sensor 24 b detects the current position of the vehicle 1. The communication unit 24c performs wireless communication with a server that provides map information and traffic information, and acquires these information. The ECU 24 can access the map information database 24a constructed in the storage device, and the ECU 24 searches for a route from the current location to the destination. The database 24a can be arranged on the network, and the communication unit 24c can access the database 24a on the network and acquire information.

  The ECU 25 includes a communication unit 25a for inter-vehicle communication. The communication unit 25a performs wireless communication with other vehicles in the vicinity and exchanges information between the vehicles.

  The ECU 26 controls the power plant 6. The power plant 6 is a mechanism that outputs a driving force that rotates the driving wheels of the vehicle 1 and includes, for example, an engine and a transmission motor (motor). For example, the ECU 26 controls the output of the engine in response to the driver's driving operation (accelerator operation or acceleration operation) detected by the operation detection sensor 7a provided on the accelerator pedal 7A, the vehicle speed detected by the vehicle speed sensor 7c, or the like. The gear position of the transmission is switched based on the information. When the driving state of the vehicle 1 is automatic driving, the ECU 26 automatically controls the power plant 6 in response to an instruction from the ECU 20 to control acceleration / deceleration of the vehicle 1.

  The ECU 27 controls a lighting device (headlight, taillight, etc.) including the direction indicator 8. In the case of the example in FIG. 3, the direction indicator 8 is provided at the front portion, the door mirror, and the rear portion of the vehicle 1.

  The ECU 28 controls the input / output device 9. The input / output device 9 outputs information to the driver and receives input of information from the driver. The voice output device 91 notifies the driver of information by voice. The display device 92 notifies the driver of information by displaying an image. The display device 92 is disposed on the driver's seat surface, for example, and constitutes an instrument panel or the like. In addition, although an audio | voice and a display were illustrated here, you may alert | report information by a vibration or light. In addition, information may be notified by combining a plurality of voice, display, vibration, or light. Furthermore, the combination may be varied or the notification mode may be varied depending on the level of information to be notified (for example, the degree of urgency).

  The input device 93 is a switch group that is arranged at a position where the driver can operate and gives an instruction to the vehicle 1, but a voice input device may also be included.

  The ECU 29 controls the brake device 10 and a parking brake (not shown). The brake device 10 is, for example, a disc brake device, and is provided on each wheel of the vehicle 1. The vehicle 1 is decelerated or stopped by applying resistance to the rotation of the wheel. For example, the ECU 29 controls the operation of the brake device 10 in response to a driver's driving operation (brake operation) detected by an operation detection sensor 7b provided on the brake pedal 7B.

  When the driving state of the vehicle 1 is automatic driving, the ECU 29 automatically controls the brake device 10 in response to an instruction from the ECU 20 to control deceleration and stop of the vehicle 1. The brake device 10 and the parking brake can be operated to maintain the vehicle 1 in a stopped state. Moreover, when the transmission of the power plant 6 includes a parking lock mechanism, this can be operated to maintain the vehicle 1 in a stopped state.

  The ECU 26 that automatically controls the power plant 6 and the ECU 29 that automatically controls the brake device 10 to control deceleration / stop of the vehicle 1 are directed toward the stop position where the vehicle 1 (own vehicle) stops. It functions as a control unit (hereinafter, “control units (26, 29)”) that performs the deceleration control. The control units (26, 29) correspond to the configuration of the CPU (C1) of the computer COM described in FIG. The control unit (26, 29) is configured to perform a first time until reaching the stop position by the first deceleration control in which the brake is controlled in the traveling control state by the automatic driving, and the second deceleration control by the coasting down and the fuel cut. Therefore, it is possible to change the deceleration control based on a comparison between the difference time from the second time until reaching the stop position and the preset arrival delay allowable time.

  FIG. 4 is a diagram illustrating the flow of the deceleration control process of the control units (26, 29). First, in step S10, the communication unit C3 acquires information on a stop position where the vehicle 1 (own vehicle) stops. In step S20, the control unit (26, 29) acquires the time (first time, second time) until the vehicle reaches the stop position in order to perform deceleration control of the host vehicle toward the stop position. To do.

  Here, the first time is the time from when the vehicle travels at the set vehicle speed in the traveling control state by the automatic driving to the brake deceleration and arrives at the stop position. The deceleration control in which the brake is controlled after the cruise travel is defined as the first deceleration control.

  In addition, the second time is a time from a slow deceleration by coasting (coasting down) instead of a cruise run to a brake deceleration accompanied by a fuel cut to a stop position. The second deceleration control is a deceleration control that controls a slow deceleration by coasting (coasting down) and a brake with fuel cut.

  In step S30, the control unit (26, 29) acquires a difference time between the first time and the second time, and in step S40, the control unit (26, 29) sets the difference time as a preset arrival time. Comparison with allowable delay time (hereinafter referred to as “allowable time”) is performed.

  The allowable time is determined as a ratio with respect to the total operation time in the autonomous driving. When the destination and the travel route are determined when performing the automatic driving travel, the control unit (26, 29) can predict the entire operation time in consideration of road traffic information such as traffic jam information. The user can set the ratio of the total operation time in the memory C2 in advance, and the control unit (26, 29) allows the user to accept the predicted total operation time based on the preset ratio. Time can be determined.

  If the obtained difference time is within the allowable time based on the comparison in step S40 (S40-Yes), in step S50, the control unit (26, 29) performs slow deceleration (coasting down) by coasting and fuel cut. Deceleration control (second deceleration control) that controls the accompanying brake is performed.

  On the other hand, when the acquired difference time exceeds the allowable time in the comparison process in step S40 (S40-No), in step S60, the control unit (26, 29) performs deceleration control (in which the brake is controlled after cruise traveling). First deceleration control) is performed.

(Embodiment 1 of deceleration control)
FIG. 5 is a diagram for exemplarily explaining the deceleration control in the case where there is no preceding vehicle traveling in front of the vehicle 1 (own vehicle) and the front is temporarily stopped. In the first deceleration control in which the brake is controlled after cruising in the travel control state by the automatic driving, the control units (26, 29) accelerate the host vehicle running in the automatic driving to the set vehicle speed (state 501). Then, the vehicle cruises to a distance that requires the specified deceleration (state 502), then decelerates at the specified deceleration (specified deceleration G), and stops at the stop position (state 503).

  In FIG. 5, a waveform 504 indicates the distance to the stop position of the traveling vehicle. The distance to the target stop position is shortened by traveling, and the waveform 504 decreases to a straight line with a lower right.

  CS indicates the start position of slow deceleration by coasting (coasting down start position), and the control units (26, 29) perform calculation processing for obtaining the coasting down start position during the automatic driving. FIG. 6 is a diagram for explaining a calculation method of the remaining coasting down start distance. The distance traveled at the set vehicle speed and the distance traveled at the vehicle speed that is gradually decreased due to the coasting down and reached after the allowable delay time. The same distance becomes the remaining coasting start distance. The control units (26, 29) compare the first time and the second time required to stop at the stop position with reference to the start position of slow deceleration by coasting.

  D is a remaining coasting start remaining distance, V0 is a set vehicle speed for automatic driving, and V1 is an actual vehicle speed average value by coasting down. If the time traveled at the set vehicle speed V0 is t0, the distance traveled at the set vehicle speed is V0 * t0.

  Further, the distance that travels at the vehicle speed V1 that gradually decreases due to the coasting down and reaches after the delay allowable time t1 is V1 * (t0 + t1).

  When both are made equal distance, the coasting down start remaining distance D is shown by the following (1) Formula. In the equation (1), when the remaining coasting down start distance D is shown in a form excluding t0, the equation (2) is obtained.

D = V0 * t0 = V1 * (t0 + t1) (1)
D = (V0 * V1 * t1) / (V0−V1) (2)
Since the vehicle speed at the coasting down is gradually reduced by natural deceleration, if the natural deceleration G is set to a, the vehicle speed V1 is obtained by adding the average of the vehicle speeds decelerated at t0 + t1 to the set vehicle speed V0 that is the initial vehicle speed ( 3) In the equation (3), when the vehicle speed V1 is obtained in a form excluding t0, the solution of the quadratic function in the equation (4) becomes the vehicle speed V1.

V1 = V0 + a * (t0 + t1) / 2 (3)
-2 * V1 ² + 4 * V0 * V1-V0 * (2 * V0 + a * t1) = 0 (4)
The control unit (26, 29) calculates the coasting down start remaining distance D from the equation (2) based on the vehicle speed V1 obtained from the equation (4), the allowable delay time t1, and the set vehicle speed V0.

  In FIG. 5, a waveform 504 a shows a change in distance until the stop position is reached by the deceleration (cruise and brake deceleration) that controls the brake after the cruise traveling in the traveling control state by the automatic driving, regardless of the coasting down. Show. The waveform 504b arrives at the stop position by deceleration (coasting down and brake deceleration with deceleration fuel cut) controlled by braking with fuel cut after slow deceleration (coating down) by coasting instead of cruise driving. The change in the distance is shown.

  In the vehicle speed waveform 505 indicating the change in the vehicle speed of the host vehicle, a waveform 505a indicated by a broken line is a waveform indicating a change in the vehicle speed when performing deceleration control (first deceleration control) by brake deceleration after cruise traveling. A waveform 505b shown in FIG. 5 is a waveform showing a change in vehicle speed when performing deceleration control (second deceleration control) by brake deceleration with fuel cut after slow deceleration (coasting down) by coasting instead of cruise traveling. is there.

  In addition, in the acceleration waveform 506 indicating the change in the acceleration of the host vehicle, a waveform 506a indicated by a broken line is a waveform indicating a change in acceleration when performing deceleration control (first deceleration control) by brake deceleration after cruise traveling. Yes, a waveform 506b indicated by a solid line represents a change in acceleration when performing deceleration control (second deceleration control) by brake deceleration with fuel cut after slow deceleration by coasting (coasting down) instead of cruise traveling It is a waveform which shows.

  When performing slow deceleration (coasting down) by coasting, the control units (26, 29) control the transmission so as to be in an off-gear state (the gear stage is in a disengaged state), and at the same time the clutch is turned off. As a state, the engine and the tire are separated from each other. And after a coasting down, a control part (26, 29) performs a deceleration fuel cut (F / C: fuel supply stop). The control units (26, 29) control the transmission so that the in-gear state (gear stage is engaged) and the clutch is turned on so that the engine brake is applied. When performing deceleration control by brake deceleration accompanied by coasting down and deceleration fuel cut, the vehicle decelerates at the allowable vehicle speed down rate (allowable vehicle speed down rate), and there is a delay in the arrival time of the stop position (arrival delay) Permissible time), for example, between the waveform 505a and the waveform 505b, it is possible to improve the fuel consumption for the area indicated by hatching.

(Embodiment 2 of deceleration control)
In the second embodiment of the deceleration control, it is possible to perform a slow deceleration (coasting down) by coasting with a deceleration within a specified value in a state where the host vehicle is traveling at a distance greater than the target inter-vehicle distance with respect to the preceding vehicle. When the difference time is within the allowable arrival delay time, the control units (26, 29) control the deceleration (coasting down) by coasting and the deceleration control (second deceleration) by brake deceleration with fuel cut. A configuration for performing control will be described.

  FIG. 7 is a diagram for exemplifying the deceleration control when the front signal is a red signal and the inter-vehicle distance from the preceding vehicle traveling in front of the vehicle 1 (own vehicle) is larger than the target inter-vehicle distance. is there. In the first deceleration control in which the brake is controlled after the cruise travel is performed in the travel control state by the automatic driving when the actual driving distance is larger than the target inter-vehicle distance (state 701). Then, the control unit (26, 29) accelerates to adjust the inter-vehicle distance to the target inter-vehicle distance, then decelerates at the specified deceleration G and stops at the stop position (state 702).

  In FIG. 7, a waveform 702 indicates the actual inter-vehicle distance from the target inter-vehicle distance 701, and a waveform 702a indicated by a broken line performs deceleration control (first deceleration control) by brake deceleration after cruise traveling. The waveform 702b shown by the solid line is a change in the actual inter-vehicle distance in the case of performing deceleration control (second deceleration control) by brake deceleration with coasting down and deceleration fuel cut. It is a waveform which shows.

  A waveform 703 is a waveform indicating a change in the vehicle speed of the preceding vehicle, and a waveform 704 is a waveform indicating a change in the vehicle speed of the host vehicle. When the relative speed between the preceding vehicle and the host vehicle is above a certain level, the control unit (26, 29) performs control to reduce the inter-vehicle distance by acceleration and cruise by automatic driving, and further includes an actual running resistance including a gradient. If the deceleration of the vehicle is within the specified value, coasting down instead of cruise.

  When the deceleration of the actual running resistance exceeds the specified value, the coasting down is not performed and the control unit (26, 29) controls the brake after the cruise running in the running control state by the automatic driving as shown by the waveform 704a. Deceleration control (first deceleration control) is performed so as to stop at the stop position by the deceleration (cruise and brake deceleration).

  If the deceleration of the actual running resistance is within the specified value, as shown by the waveforms 704b and 704c, the control units (26, 29) controlled the brake with slow deceleration (coasting down) by coasting and fuel cut. Deceleration control is performed so as to stop at the stop position by deceleration (brake deceleration accompanied by coasting down and deceleration fuel cut) (second deceleration control).

  A waveform 705 is a waveform indicating a change in acceleration of the preceding vehicle, and a waveform 706 is a waveform indicating a change in acceleration of the host vehicle. Of these, a waveform 706a indicated by a broken line is a deceleration control by brake deceleration after cruise driving. A waveform indicating a change in acceleration when (first deceleration control) is performed, and a waveform 706b indicated by a solid line performs deceleration control (second deceleration control) by brake deceleration with coasting down and deceleration fuel cut. It is a waveform which shows the change of the acceleration in a case.

  When performing slow deceleration (coasting down) by coasting, the control units (26, 29) control the transmission so as to be in an off-gear state (the gear stage is in a disengaged state), and at the same time the clutch is turned off. As a state, the engine and the tire are separated from each other. And after a coasting down, a control part (26, 29) performs a deceleration fuel cut (F / C: fuel supply stop). The control units (26, 29) control the transmission so that the in-gear state (gear stage is engaged) and the clutch is turned on so that the engine brake is applied. When performing slow deceleration by coasting (coasting down) and deceleration control by brake deceleration accompanied by deceleration fuel cut (second deceleration control), a delay occurs in the time to reach the stop position, but waveform 704a and waveform 704b During this period, it is possible to improve the fuel consumption for the area indicated by hatching.

  Note that, if the vehicle is predicted to stop by a red signal, regardless of whether the first deceleration control or the second deceleration control is performed based on the information from the traffic signal acquired by the communication unit C3, the control unit (26 29) can be controlled so as to perform the second deceleration control by brake deceleration accompanied by coasting down and fuel cut.

(Embodiment 3 of deceleration control)
In the third embodiment of the deceleration control, when the follow-up control is performed on the preceding vehicle and the difference time is within the arrival delay allowable time, the control unit (26, 29) performs the course in the second deceleration control. A configuration in which the follow-up control is stopped during slow deceleration (coating down) due to tilting will be described.

  FIG. 8 is a diagram for exemplifying the deceleration control when the preceding signal is a red signal, but the preceding vehicle traveling in front of the vehicle 1 (own vehicle) is cruising. When the host vehicle is driving automatically in a state of following the target vehicle between the target vehicles (state 801), the control unit (26, 29) stops the tracking control near the stop position, When the relative acceleration at the time of coasting is within the specified range, the brake is slowed down by coasting (coasting down) and the brake is controlled with fuel cut (braking deceleration with coasting down and deceleration fuel cut (second Deceleration control))) is performed so that the vehicle stops at the stop position (position following the target vehicle with respect to the preceding vehicle) (state 802).

  In FIG. 8, a waveform 803 indicates the target inter-vehicle distance with respect to the preceding vehicle, and a waveform 804 indicated by a broken line is a waveform indicating a change in the actual inter-vehicle distance (actual inter-vehicle distance) with respect to the preceding vehicle.

  A waveform 805 is a waveform indicating a change in the vehicle speed of the preceding vehicle, and a waveform 806 is a waveform indicating a change in the vehicle speed of the host vehicle. A waveform 807 is a waveform indicating a change in the acceleration of the preceding vehicle, and a waveform 808 is a waveform indicating a change in the acceleration of the host vehicle. The control unit (26, 29) stops the tracking control in the vicinity of the stop position, and when the relative acceleration with the preceding vehicle when the coasting is down is within a specified range, slow deceleration (coating down) ) And deceleration (second deceleration control) so as to stop at the stop position by deceleration (brake deceleration with coasting down and deceleration fuel cut) that controls the brake with fuel cut.

  When performing slow deceleration (coasting down) by coasting, the control units (26, 29) control the transmission so as to be in an off-gear state (the gear stage is in a disengaged state), and at the same time the clutch is turned off. As a state, the engine and the tire are separated from each other.

  And after a coasting down, a control part (26, 29) performs a deceleration fuel cut (F / C: fuel supply stop). The control units (26, 29) control the transmission so that the in-gear state (gear stage is engaged) and the clutch is turned on so that the engine brake is applied. In the case of performing deceleration control (second deceleration control) by brake deceleration accompanied by coasting down and deceleration fuel cut, for example, between the waveform 805 and the waveform 806, the fuel efficiency can be improved for the area indicated by hatching. It becomes possible.

  A program that realizes one or more functions described in each embodiment is supplied to a system or apparatus via a network or a storage medium, and one or more processors in a computer of the system or apparatus read the program. Can be executed. The present invention can also be realized by such an embodiment.

<Summary of Embodiment>
Configuration 1. The automatic driving vehicle of the above embodiment is an automatic driving vehicle (for example, 1) capable of traveling by automatic driving,
Acquisition means (for example, C3) for acquiring information on a stop position where the host vehicle stops;
Control means (for example, 26, 29) for performing deceleration control of the host vehicle toward the stop position,
The control means (26, 29)
After a cruise run in the running control state by the automatic driving, after a first time until reaching the stop position by the first deceleration control that controls the brake, and after slow deceleration by coasting instead of the cruise running Based on the comparison between the difference time with the second time until the vehicle reaches the stop position by the second deceleration control by the brake deceleration accompanied by the fuel cut, and the preset arrival delay allowable time, the first Deceleration control or second deceleration control is performed.

  Configuration 2. In the autonomous driving vehicle (for example, 1) of the above embodiment, when the difference time is within the allowable arrival delay time, the control means (26, 29) cuts the fuel after performing slow deceleration by the coasting. The second deceleration control is performed by brake deceleration accompanied by

  Configuration 3. In the automatic driving vehicle (for example, 1) of the above-described embodiment, the control means (26, 29), when the difference time exceeds the arrival delay allowable time, performs the cruise travel and then performs the first by the brake deceleration. 1 deceleration control is performed.

  Configuration 4. In the automatic driving vehicle (for example, 1) of the above embodiment, the control means (26, 29) determines the arrival delay allowable time based on a ratio to the total operation time in the automatic driving traveling. Features.

  Configuration 5. When the difference time is within the allowable arrival delay time in the state where the following control is performed with respect to the preceding vehicle in the autonomous driving vehicle (for example, 1) of the above embodiment, the control means (26, 29) ) Is characterized in that the follow-up control is stopped during slow deceleration by coasting in the second deceleration control.

  Configuration 6. Slow deceleration by coasting with a deceleration within a specified value when the host vehicle is running at a distance greater than or equal to the target inter-vehicle distance with respect to the preceding vehicle in the autonomous driving vehicle (for example, 1) of the above embodiment When the difference time is within the allowable arrival delay time, the control means (26, 29) performs the second deceleration by the brake deceleration accompanied by the fuel cut after the slow deceleration by the coasting. It is characterized by performing deceleration control.

  Configuration 7. In the automatic driving vehicle (for example, 1) of the above embodiment, any one of the first deceleration control and the second deceleration control is performed based on the information from the traffic signal acquired by the acquisition unit (C3). Even if it is performed, if the traffic light turns red and the vehicle is predicted to stop, the control means (26, 29) performs a slow deceleration by the coasting, and then performs a brake deceleration with a fuel cut. 2 deceleration control is performed.

Configuration 8. The vehicle control method of the above embodiment is a vehicle control method in an autonomous driving vehicle capable of traveling by automatic driving,
An acquisition step (for example, S10) for acquiring information on a stop position where the host vehicle stops;
A control step (e.g., S20 to S60) for performing deceleration control of the host vehicle toward the stop position,
In the control step,
After a cruise run in the running control state by the automatic driving, after a first time until reaching the stop position by the first deceleration control that controls the brake, and after slow deceleration by coasting instead of the cruise running Based on a comparison between a difference time (S20, S30) from the second time to reach the stop position by the second deceleration control by the brake deceleration accompanied by the fuel cut and a preset arrival delay allowable time (S40) The first deceleration control or the second deceleration control is performed (S50, S60).

  According to the automatic driving vehicle of Configuration 1 to Configuration 7 and the vehicle control method of Configuration 8, when a vehicle traveling in automatic driving is stopped at the stop position, deceleration that can improve fuel consumption in consideration of the arrival delay allowable time Control can be performed.

  When deceleration or stopping is expected in the front due to a red light, pause or traffic jam, etc., unnecessary acceleration is suppressed, and slow deceleration by coasting is used instead of cruise driving to eliminate driver discomfort and reduce fuel consumption Can be improved.

  1: vehicle (own vehicle), 26, 29: ECU, 100: vehicle control device, 42: lidar, 43: radar, COM: computer, CAM: camera, S: sensor

Claims (8)

An autonomous driving vehicle capable of traveling by automatic driving,
An acquisition means for acquiring information of a stop position where the host vehicle stops;
Control means for performing deceleration control of the host vehicle toward the stop position,
The control means includes
After a cruise run in the running control state by the automatic driving, after a first time until reaching the stop position by the first deceleration control that controls the brake, and after slow deceleration by coasting instead of the cruise running Based on the comparison between the difference time with the second time until the vehicle reaches the stop position by the second deceleration control by the brake deceleration accompanied by the fuel cut, and the preset arrival delay allowable time, the first A self-driving vehicle characterized by performing deceleration control or second deceleration control.   2. The control unit according to claim 1, wherein when the difference time is within an allowable arrival delay time, the control unit performs the second deceleration control by brake deceleration accompanied by fuel cut after slow deceleration by the coasting. The self-driving vehicle described in 1.   2. The automatic driving vehicle according to claim 1, wherein when the difference time exceeds the arrival delay allowable time, the control means performs the first deceleration control by brake deceleration after the cruise traveling.   4. The automatic driving vehicle according to claim 1, wherein the control unit determines the arrival delay allowable time based on a ratio with respect to an entire operation time in the automatic driving traveling. 5.   When the difference time is within an arrival delay allowable time in a state in which the preceding vehicle is in the following control, the control means performs the following control during the slow deceleration by the coasting in the second deceleration control. The automatic driving vehicle according to any one of claims 1 to 4, wherein the vehicle is stopped.   When the host vehicle is traveling more than the target inter-vehicle distance with respect to the preceding vehicle, slow deceleration by coasting is possible with deceleration within the specified value, and the difference time is within the allowable arrival delay time 5. The control device according to claim 1, wherein the control unit performs the second deceleration control by brake deceleration accompanied by fuel cut after slow deceleration by the coasting. 6. Self-driving vehicle.   Based on the information from the traffic signal acquired by the acquisition means, the traffic signal becomes a red signal and the stop of the host vehicle is predicted when any one of the first deceleration control and the second deceleration control is performed. The control means according to any one of claims 1 to 6, wherein the control means performs a second deceleration control by a brake deceleration accompanied by a fuel cut after performing a slow deceleration by the coasting. Self-driving vehicle. A vehicle control method in an autonomous driving vehicle capable of traveling by automatic driving,
An acquisition step of acquiring information on a stop position where the host vehicle stops;
A control step of performing deceleration control of the host vehicle toward the stop position,
In the control step,
After a cruise run in the running control state by the automatic driving, after a first time until reaching the stop position by the first deceleration control that controls the brake, and after slow deceleration by coasting instead of the cruise running Based on the comparison between the difference time with the second time until the vehicle reaches the stop position by the second deceleration control by the brake deceleration accompanied by the fuel cut, and the preset arrival delay allowable time, the first A vehicle control method comprising performing deceleration control or second deceleration control.