JP5229366B2 - Convoy travel control device - Google Patents

Description

  The present invention relates to a row running control device.

  On automobile-only roads, it may be desirable for a plurality of vehicles to travel in a row from the viewpoint of improving safety, reducing the burden on the driver, and improving traffic efficiency. Patent Document 1 describes a row running control device that controls row running by such a plurality of vehicles. This convoy travel control apparatus determines the convoy order so that vehicles can be stopped in order from the longest braking distance so that the vehicle can be safely stopped without a collision even during an emergency stop.

JP-A-10-293899

  However, in the convoy travel control device described in Patent Document 1, the convoy order is determined so that vehicles with long braking distances, that is, vehicles with early braking timing are arranged in order, so that the inter-vehicle distance between the preceding vehicle and the following vehicle is Each vehicle must be decelerated to adjust the inter-vehicle distance. As a result, in each vehicle, useless energy is consumed due to this deceleration, and fuel efficiency is deteriorated.

  As described above, in the row running control device described in Patent Document 1, only the prevention of rear-end collision at the time of emergency stop is considered, and optimal control in the normal running state of the automatic driving on the premise of low fuel consumption running is performed. I can't do it.

  Therefore, an object of the present invention is to provide a row running control device capable of improving the fuel efficiency of each vehicle that runs in a row.

  The convoy travel control apparatus of the present invention includes a convoy vehicle determination means for determining a vehicle that forms a convoy based on a travel plan including acceleration / deceleration in each vehicle in the convoy travel control apparatus that travels a plurality of vehicles in a convoy. .

  According to this platooning control device, the platooning vehicle determining means determines the vehicles that form the platooning based on the traveling plan of each vehicle. Can be determined. Therefore, each vehicle performing the platooning can reduce wasteful energy consumption due to deceleration for adjusting the inter-vehicle distance, and can improve fuel efficiency.

  The travel plan described above is a travel plan for controlling the vehicle travel speed to the target speed by alternately repeating acceleration travel, deceleration travel, and inertial travel. It is preferable to determine to form a platoon preferentially from vehicles having a relatively short travel distance in one cycle. According to this configuration, the convoy vehicle determination means forms the convoy with vehicles that have a relatively short traveling distance in one cycle of the travel plan, so that it is possible to reduce a reduction in the inter-vehicle distance between the preceding vehicle and the following vehicle. .

  The above-mentioned platoon traveling control device generates a traveling speed pattern of the own vehicle for speed control as a traveling plan of the own vehicle, and calculates a traveling distance of the own vehicle in one cycle of the traveling speed pattern of the own vehicle. A pattern generation means and a travel speed pattern acquisition for acquiring the travel speed patterns of a plurality of other vehicles as travel plans for each of the other vehicles and acquiring the travel distance of the other vehicles in one cycle of the travel speed pattern of the other vehicles. And the above-mentioned platoon determination means determines to form a platoon with the own vehicle preferentially from other vehicles having a mileage relatively close to the mileage of the own vehicle.

  The platooning control apparatus is a platooning control apparatus that forms a platoon and travels a plurality of vehicles, and includes a platoon order determining unit that determines the platoon order based on a travel plan including acceleration and deceleration in each vehicle. There may be.

  According to this convoy travel control device, the convoy order determining means determines the convoy order of a plurality of vehicles based on the travel plan of each vehicle, and therefore the convoy order is determined so that the inter-vehicle distance between the preceding vehicle and the following vehicle is not shortened. Can be determined. Therefore, each vehicle performing the platooning can reduce wasteful energy consumption due to deceleration for adjusting the inter-vehicle distance, and can improve fuel efficiency.

  The travel plan described above is a travel plan for decelerating and controlling the travel speed of the vehicle so as to reach the target speed at a target point located forward in the traveling direction. In comparison, the platoon order may be determined so that vehicles are arranged in order from a vehicle having a short deceleration distance from a point where deceleration control is started to a target point where the deceleration control is completed. According to this configuration, since the platoon order determination means precedes a vehicle with a short deceleration distance in the deceleration control, that is, a vehicle with a slow start timing of the deceleration control, the distance between the preceding vehicle and the following vehicle is reduced. can do.

  In addition, the above-described platoon order determining means may determine the platoon order so that the vehicles are arranged in order from the vehicle having the largest deceleration in the deceleration control. According to this configuration, since the platoon order determination means precedes a vehicle having a large deceleration in the deceleration control, that is, a vehicle having a slow start timing of the deceleration control, the distance between the preceding vehicle and the following vehicle is reduced. can do.

  In addition, the above-mentioned platoon order determining means may determine the platoon order so that the vehicles are arranged in order from the vehicle having the largest deceleration on the target point side. According to this configuration, the platoon order determining means precedes a vehicle having a large deceleration on the target point side. As a result, even when there is a vehicle with a relatively short deceleration distance, a vehicle with a greater start timing of deceleration control can be preceded, and the inter-vehicle distance between the preceding vehicle and the following vehicle can be shortened. Can be reduced.

  The above-mentioned platooning control device includes a deceleration speed pattern generating means for generating a deceleration speed pattern of the own vehicle for deceleration control, and an arrival time required to reach the target point by time integrating the deceleration speed pattern of the own vehicle. An integrated deceleration speed pattern generating means for generating an integrated deceleration speed pattern of the own vehicle representing a distance to the target point with respect to the vehicle as a travel plan of the own vehicle, and an integrated deceleration speed pattern of one or more other vehicles, respectively. Integrated deceleration speed pattern acquisition means for acquiring as above, the above-mentioned platoon order determination means compares the integrated deceleration speed pattern of the own vehicle and the integrated deceleration speed pattern of the other vehicle, respectively, to the target point in the same arrival time The order of the platoons may be determined so that vehicles are arranged in order from the longest distance.

  As described above, since the deceleration speed pattern is a speed pattern for performing deceleration control of the traveling speed of the vehicle so as to be the target speed at the target point, the integrated deceleration speed pattern obtained by time-integrating this deceleration speed pattern is the target speed. The distance pattern represents the distance to the target point with respect to the arrival time required to reach the point. Therefore, in this integrated deceleration speed pattern, the longer the distance to the target point for a certain arrival time, the greater the deceleration in the deceleration control, that is, the shorter the deceleration distance required for the deceleration control.

  According to this row running control device, the row order determining means precedes a vehicle having a long distance to the target point at the same arrival time, so that the vehicle having a large deceleration in the deceleration control, that is, the deceleration distance in the deceleration control is short. The vehicle can be advanced.

  In addition, the above-described platooning control device requires time until the deceleration speed pattern generation means for generating the deceleration speed pattern of the own vehicle for deceleration control and the deceleration speed pattern of the own vehicle are time-integrated to reach the target point. An integrated deceleration speed pattern generation means for generating an integrated deceleration speed pattern of the own vehicle representing the distance to the target point with respect to the arrival time as a travel plan of the own vehicle, and an integrated deceleration speed pattern of one or more other vehicles, respectively. An integrated deceleration speed pattern acquisition means for acquiring a travel plan, and the above-mentioned platoon sequence determination means compares the integrated deceleration speed pattern of the own vehicle and the integrated deceleration speed pattern of the other vehicle, respectively, and the same on the target point side. The order of the platoons may be determined so that the vehicles with the longest distance to the target point are arranged in order.

  According to this configuration, the platoon order determination means precedes a vehicle having a long distance to the target point at the same arrival time on the target point side, that is, a vehicle having a large deceleration on the target point side. As a result, even when there is a vehicle with a relatively short deceleration distance, a vehicle with a larger start timing of deceleration control can be preceded.

  Further, the above-mentioned platoon order determining means compares the integrated deceleration speed pattern of the own vehicle and the integrated deceleration speed pattern of the other vehicle, respectively, and when at least two integrated deceleration speed patterns of the own vehicle and the other vehicle intersect. The platoon order is determined so that vehicles with an integrated deceleration speed pattern with a long distance to the target point are arranged in order, and the platooning control device described above increases the distance to the target point. An embodiment may further include an integrated deceleration speed pattern adjusting means for speeding up the start timing of the deceleration control of the integrated deceleration speed pattern having a short time so as to cancel the intersection.

  The intersection of the integrated deceleration speed patterns indicates that the order of the preceding vehicle and the succeeding vehicle is switched at the time of the intersection. According to this configuration, the platoon order determining means precedes a vehicle having an integrated deceleration speed pattern in which the distance to the target point is long, that is, a vehicle having a long time that can be a preceding vehicle. It is possible to relatively reduce the reduction in the distance between the following vehicle and the following vehicle. In addition, the integrated deceleration speed pattern adjustment means accelerates the deceleration control start timing of the integrated deceleration speed pattern with a short distance to the target point so as to cancel the intersection, so that the preceding vehicle and the following vehicle It is possible to further reduce the distance between the vehicle and the vehicle.

  According to the present invention, it is possible to obtain a row running control device that can improve the fuel consumption of each vehicle that runs in a row.

It is a figure which shows the structure of embodiment which concerns on this invention, and the row | line | column running control apparatus which concerns on embodiment of this invention. It is a figure which shows an example of the deceleration speed pattern of embodiment relevant to this invention. It is a figure which shows an example of the integral deceleration speed pattern of embodiment relevant to this invention. It is a figure which shows an example of adjustment of the integral deceleration speed pattern of embodiment relevant to this invention. It is a flowchart which shows the convoy travel control process which ECU of embodiment relevant to this invention performs. It is a figure which shows an example of the running speed pattern of embodiment of this invention. It is a flowchart which shows the convoy travel control process which ECU of embodiment of this invention performs. It is a figure which shows the structure of the convoy travel control apparatus which concerns on the modification 1 relevant to this invention, and the modification 2 of this invention.

DESCRIPTION OF EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals.
[Embodiments related to the present invention]

  FIG. 1 is a diagram showing a configuration of a convoy travel control apparatus according to an embodiment related to the present invention. The row running control device 1 shown in FIG. 1 is mounted on each of a plurality of hybrid vehicles that perform row running. Each of the row running control devices 1 obtains a running plan of the own vehicle, and the leader vehicle in the plurality of vehicles, for example, the row running control device 1 in the leading vehicle controls the row running based on the running plans of the plurality of vehicles. . Below, the row | line | column running control apparatus 1 in this leader vehicle is demonstrated.

  The convoy travel control device 1 includes an engine 2, a battery 3, an inverter 4, a motor 5, a generator 6, a power split mechanism 7, a differential 8, a brake device 9, a steering device 10, and a navigation device 11. And a communication device 12 and an electronic control unit (hereinafter referred to as an ECU: Electrical Control Unit) 20.

  The engine 2 is a first power source in the hybrid vehicle, and supplies engine output to the power split mechanism 7 in response to an engine output request from the ECU 20. For example, the engine 2 controls the opening of a throttle valve disposed in the intake manifold, that is, the throttle opening, controls the amount of fuel injected into the fuel chamber (including fuel cut control), or The engine output is controlled by controlling the phase of the index cam shaft that adjusts the valve opening / closing timing.

  The inverter 4 is a three-phase bridge type inverter in the present embodiment, and supplies three-phase AC power obtained by converting DC power from the battery 3 to the motor 5.

  The motor 5 functions as a second power source of the hybrid vehicle, receives AC power from the inverter 4, and supplies motor output to the power split mechanism 7 in response to a motor output request from the ECU 20. The motor 5 functions as a generator when the regenerative brake is operated, converts the kinetic energy received from the differential (deceleration mechanism) 8 via the power split mechanism 7 into electric energy, and charges the battery 3 via the inverter 4. To do.

  The generator 6 generates power according to the engine output from the engine 2 transmitted through the power split mechanism 7 and charges the battery 3 through the inverter 4. The generator 6 functions as a starter when the engine 2 is started, converts electric energy received from the battery 3 via the inverter 4 into kinetic energy, and supplies the kinetic energy to the engine 2 via the power split mechanism 7.

  The power split mechanism 7 is composed of, for example, a planetary gear mechanism, and transmits the engine output from the engine 2 to the generator 6 and the differential 8. The power split mechanism 7 transmits the motor output from the motor 5 to the differential 8. By the power split mechanism 7, “engine running” using only the engine 2 as a driving source, “motor running” using only the motor 5 as a driving source, and “engine + motor running” using both the engine 2 and the motor 5 as driving sources. (Combination acceleration) "can be selected.

  The differential 8 drives each wheel (not shown) according to the engine output or motor output transmitted through the power split mechanism 7 or the engine output and motor output.

  The brake device 9 applies a braking force to each wheel in response to a brake output request from the ECU 20. For example, the brake device 9 is a disc brake or a drum brake, and controls a braking force applied to each wheel by hydraulic control via a brake actuator.

  The steering device 10 changes the direction of each wheel in response to a steering output request from the ECU 20. For example, the steering device 10 drives a tie rod connected to the wheel by the operation of the actuator to steer the wheel.

  The navigation device 11 has a map database, a GPS (Global Positioning System) device, and a VICS (Vehicle Information and Communication System). The map database stores high-precision map information. The GPS device specifies the position of the host vehicle by two-dimensional or three-dimensional coordinate data based on reception information (satellite signal) from a GPS satellite by the GPS receiver. The VICS acquires road traffic information from a management center outside the vehicle, for example, via a base station installed on the road.

  Here, the high-accuracy map information includes information such as the legal speed on the road and the legal speed section corresponding to the coordinate data. Further, the road traffic information includes information such as a traffic jam section and a traffic jam degree on the road corresponding to the coordinate data.

  Based on the position of the host vehicle detected by the GPS device, the navigation device 11 extracts information such as the currently traveling section and the legal speed of the traveling section from the map database, and is positioned forward in the traveling direction. Information such as the front section and the legal speed of this front section is extracted from the map database. Further, the navigation device 11 extracts information such as a traffic jam section and a traffic jam degree of the traffic jam section from the map database based on the road traffic information detected by the VICS. The navigation device 11 transmits the extracted information to the ECU 20.

  The communication device 12 performs vehicle-to-vehicle communication and road-to-vehicle communication. The communication device 12 acquires the integrated deceleration speed pattern of the other vehicle obtained by the row running control device of the other vehicle as follows and transmits it to the ECU 20.

  The ECU 20 includes a CPU (Central Processing Unit) that performs calculations, a ROM (Read Only Memory) that stores programs for causing the CPU to execute each process, a RAM (Random Access Memory) that stores various data such as calculation results, and the like. It is configured. With this configuration, the ECU 20 allows the traveling speed assumption means, the target speed assumption means, the deceleration speed pattern generation means, the integral deceleration speed pattern generation means, the integral deceleration speed pattern acquisition means, the platoon order determination means, and the integral deceleration speed pattern adjustment means. Function as.

  The ECU 20 functions as a traveling speed assumption unit and receives a legal speed of the traveling section in which the vehicle is currently traveling from the navigation device 11. Further, the ECU 20 receives the traffic congestion information of the travel section from the navigation device 11, and obtains the average speed of the travel section predicted from the traffic congestion degree indicated by the traffic congestion information as the traffic travel speed. Further, the ECU 20 receives a desired traveling speed set by the driver. The ECU 20 assumes the minimum value among these legal speeds, traffic congestion traveling speeds, and desired traveling speeds as the traveling speed of the traveling section.

  Further, the ECU 20 functions as a deceleration target speed assumption unit, and receives from the navigation device 11 the legal speed of the front section located in front of the traveling direction. In addition, the ECU 20 receives the traffic information of the front section from the navigation device 11, and obtains the average speed of the front section predicted from the degree of traffic congestion indicated by the traffic information as the traffic speed. When the minimum value of the legal speed and the traffic speed is less than the travel speed of the travel section, the ECU 20 assumes the start point of the front section or the traffic section as a deceleration target point, and sets the legal speed and the traffic speed. The minimum value of the speed is assumed as the deceleration target speed at the deceleration target point.

  Further, the ECU 20 functions as a deceleration speed pattern generating means, and as shown in FIG. 2, the ECU 20 performs deceleration control from the traveling speed V2 of the traveling section so as to become the deceleration target speed V1 at the deceleration target point A. Generate a deceleration speed pattern. FIG. 2 is a diagram illustrating an example of a deceleration speed pattern. FIG. 2 shows a deceleration speed pattern when the deceleration control is started 1000 m before the deceleration target point A.

  Further, the ECU 20 functions as an integrated deceleration speed pattern generating means, and sets the deceleration target point A at which the deceleration control is terminated to zero, and as shown in FIG. A speed pattern (travel plan) 51 is generated. FIG. 3 is a diagram illustrating an example of an integrated deceleration speed pattern. The integrated deceleration speed pattern shown in FIG. 3 represents the distance to the deceleration target point A with respect to the arrival time until the deceleration target point A is reached.

  Further, the ECU 20 functions as an integrated deceleration speed pattern acquisition unit, and as shown in FIG. 3, the other vehicle integrated deceleration speed patterns 52, 53, and 54 generated in the same manner as described above in the platooning control device of the other vehicle. Get each.

  Further, the ECU 20 functions as a platoon order determining means, compares the integrated deceleration speed pattern 51 of the own vehicle with the integrated deceleration speed patterns 52, 53, and 54 of the other vehicles, respectively, and sets the deceleration target point A at the same arrival time. The order of the platoons is determined so that the vehicles are arranged in order from the longest distance to the vehicle. For example, FIG. 3 shows a case where the integrated deceleration speed pattern 51 of the own vehicle and the integrated deceleration speed patterns 52, 53, and 54 of each other vehicle are superimposed on the same graph, and the vertical axis direction on the graph. The platoon order is determined so that the vehicles in the highest order are arranged in order.

  Here, since the deceleration speed pattern is a speed pattern for performing deceleration control of the traveling speed of the vehicle so as to become the deceleration target speed V1 at the deceleration target point A, the integrated deceleration speed pattern obtained by time-integrating this deceleration speed pattern is The distance pattern represents the distance to the deceleration target point A with respect to the arrival time required to reach the deceleration target point A. Therefore, in this integrated deceleration speed pattern, the longer the distance to the target deceleration point A for a certain arrival time, the greater the deceleration in the deceleration control, that is, the shorter the deceleration distance required for the deceleration control. Yes.

  Therefore, the ECU 20 is arranged in order from a vehicle having a large deceleration in the deceleration control from the traveling speed V2 to the deceleration target speed V1, that is, a vehicle having a short deceleration distance from the start point of the deceleration control to the end target point A of the deceleration. The order of the formation will be determined. As a result, the ECU 20 determines the platoon order so that vehicles are arranged in order from the slowest start timing of the deceleration control.

  When there is a vehicle with a relatively short deceleration distance (distance from the deceleration control start point to the deceleration target point A) as in the integrated deceleration speed patterns 51 and 52, the ECU 20 is the same on the deceleration target point A side. The order of the platoons is determined so that the vehicles are arranged in order from the longest distance to the deceleration target point A in a long arrival time. For example, on the graph shown in FIG. 3, when there is a vehicle having a relatively close distance in the upper right like the integrated deceleration speed pattern 52, the vehicle having the more convex integrated deceleration speed pattern 52 is prioritized. In this way, the ECU 20 determines the platoon order so that the vehicles are more decelerated as the speed is lower, that is, the vehicles whose deceleration control start timing is later.

  When the ECU 20 intersects like the integrated deceleration speed patterns 53 and 54, the ECU 20 gives priority to a vehicle having the integrated deceleration speed pattern 53 in which the distance to the deceleration target point is long. For example, on the graph shown in FIG. 3, the integrated deceleration speed pattern 53 is higher than the integrated deceleration speed pattern 54 in the time range A, so the distance to the target deceleration point is long, and in the time range B, the integrated deceleration speed pattern 54 is Since it is higher than the integrated deceleration speed pattern 53, the distance to the deceleration target point is long. As described above, when there are a plurality of vehicles at the highest position depending on the time, the vehicle having the integrated deceleration speed pattern 53 at the upper position in the time range A longer than the time range B is prioritized.

  Here, the fact that the integrated deceleration speed patterns intersect means that the order of the preceding vehicle and the succeeding vehicle is switched (passed) at the time of the intersection. Therefore, the ECU 20 determines the platoon order so that the vehicles that can be the preceding vehicles are arranged in order from the longest time.

  As described above, in the present embodiment, the ECU 20 includes another vehicle having the integrated deceleration speed pattern 52, the own vehicle having the integrated deceleration speed pattern 51, another vehicle having the integrated deceleration speed pattern 53, and the other having the integrated deceleration speed pattern 54. The platoon order is determined so that they are arranged in the order of vehicles.

  Further, the ECU 20 functions as an integral deceleration speed pattern adjusting means, and a vehicle having a short time for which the distance to the deceleration target point is long so that the intersection of the integral deceleration speed patterns 53 and 54 is eliminated, that is, a priority order. The start timing of the deceleration control of the low vehicle deceleration speed pattern 54 is advanced. FIG. 4 is a diagram illustrating an example of adjustment of the integrated deceleration speed pattern. For example, the deceleration speed pattern 54 is moved in the horizontal axis direction on the graph shown in FIG. In this way, the ECU 20 advances the start timing of the deceleration control of the subsequent vehicle so that the inter-vehicle distance between the preceding vehicle and the subsequent vehicle is not shortened. At this time, the ECU 20 transmits the adjusted integrated deceleration speed pattern 54 to the target other vehicle via the communication device 12 and instructs the vehicle to travel according to the integrated deceleration speed pattern 54.

  Further, the ECU 20 forms a platoon by performing overtaking so that the host vehicle and other vehicles are arranged in the determined order. Specifically, the ECU 20 outputs an engine output request and a motor output request to the engine 2 and the motor 5, respectively, outputs a brake output request to the brake device 9, and outputs a steering output request to the steering device 10. Then, let your vehicle overtake it. Further, the ECU 20 causes the engine output request, the motor output request to accelerate, the brake output request to decelerate, or the like according to the deceleration traveling speed pattern of the host vehicle.

  Next, the operation of the row running control device 1 according to this embodiment will be described. First, the navigation device 11 transmits the legal speed, traffic jam speed, and desired travel speed of the currently traveling section to the ECU 20, and also transmits the legal speed and traffic jam speed of the front section ahead of the traveling direction to the ECU 20. .

  Then, ECU20 performs platooning control processing. FIG. 5 is a flowchart showing a convoy travel control process performed by the ECU 20. The ECU 20 assumes the minimum value among the legal speed, the traffic congestion travel speed, and the desired travel speed of the travel section as the travel speed V2 of the travel section (step S01). Further, the ECU 20 assumes that the start point of the front section or the traffic congestion section is the deceleration target point A when the minimum value of the legal speed and the traffic travel speed of the front section is smaller than the travel speed V2 of the travel section. The minimum value of the legal speed and the traffic traveling speed is assumed as the deceleration target speed V1 at the deceleration target point A (step S02).

  Thereafter, as shown in FIG. 2, the ECU 20 generates a deceleration speed pattern of the host vehicle for performing deceleration control from the traveling speed V2 of the traveling section so that the deceleration target speed V1 is reached at the deceleration target point A, as shown in FIG. As shown in FIG. 5, an integrated deceleration speed pattern 51 of the own vehicle is generated by integrating the deceleration speed pattern of the own vehicle. Further, the ECU 20 obtains the integrated deceleration speed patterns 52, 53, and 54 of the other vehicle generated in the platooning control device for the other vehicle, respectively (step S03).

  Next, as shown in FIG. 3, the ECU 20 compares the integrated deceleration speed pattern 51 of the own vehicle with the integrated deceleration speed patterns 52, 53, and 54 of the other vehicles (step S <b> 04), and deceleration in the same arrival time. The order of the formation is determined so that the vehicles with the longest distance to the target point A are arranged in order. Further, the ECU 20 has a long distance to the deceleration target point A in the same arrival time on the deceleration target point A side when there is a vehicle having a relatively short deceleration distance as in the converted deceleration speed patterns 51 and 52. A vehicle having the integrated deceleration speed pattern 52 is prioritized (step S05).

  In this way, the ECU 20 arranges the trains in order from a vehicle with a large deceleration in the deceleration control, that is, a vehicle with a short deceleration distance to the deceleration target point A, in other words, a vehicle with a slow start timing of the deceleration control. The order will be determined. In addition, the ECU 20 determines the platoon order so that the vehicles are more decelerated as the speed is lower, that is, the vehicles whose deceleration control start timing is later.

  Next, the ECU 20 determines whether or not the integrated deceleration speed patterns intersect (step S06). If not, the process ends. On the other hand, when crossing like the integrated deceleration speed patterns 53 and 54, ECU20 gives priority to the vehicle which has the integrated deceleration speed pattern 53 in which the distance to the deceleration target point is long.

Thereafter, as shown in FIG. 4, the ECU 20 advances the deceleration control start timing of the vehicle deceleration speed pattern 54 with a low priority so as to eliminate the intersection. In this way, the ECU 20 determines the platoon order so that the vehicles that can be the preceding vehicle are arranged in order from the longest time, and accelerates the start timing of the deceleration control of the following vehicle.
In addition, the ECU 20 transmits the adjusted integrated deceleration speed pattern 53 to the other target vehicle via the communication device 12, and instructs to travel according to the integrated deceleration speed pattern 53 (step S07).

  After that, the ECU 20 forms a platoon by performing overtaking and the like so that the host vehicle and the other vehicles are arranged in the determined order, and causes each vehicle to travel according to the deceleration traveling pattern in each vehicle.

  As described above, according to the row running control device 1 of the present embodiment, the ECU 20 compares the integrated deceleration speed pattern of the own vehicle and the integrated deceleration speed patterns of a plurality of other vehicles, respectively, and the deceleration target point at the same arrival time. Since a vehicle having a long distance to A is preceded, a vehicle having a large deceleration in deceleration control up to the deceleration target speed V1, that is, a vehicle having a short deceleration distance from the point where deceleration control is started to the deceleration target point A is preceded. It becomes. In other words, the ECU 20 precedes the vehicle with the slow start timing of the deceleration control. As a result, it is possible to reduce a reduction in the distance between the preceding vehicle and the following vehicle.

  Further, according to the row running control device 1 of the present embodiment, a vehicle having a long distance to the deceleration target point A in the same arrival time on the deceleration target point A side, that is, a vehicle having a large deceleration on the deceleration target point A side. Precede. As a result, even when there is a vehicle with a relatively short deceleration distance, a vehicle with a larger start timing of deceleration control can be preceded.

  Further, according to the row running control device 1 of the present embodiment, when the integrated deceleration speed patterns intersect, the ECU 20 has the integrated deceleration speed pattern in which the distance to the deceleration target point A is long. Since a vehicle, that is, a vehicle having a long time that can be a preceding vehicle is preceded, the distance between the preceding vehicle and the following vehicle can be relatively reduced. In addition, since the ECU 20 advances the deceleration control start timing of the integral deceleration speed pattern with a short time to the target point so as to cancel the intersection, the inter-vehicle distance between the preceding vehicle and the following vehicle is reduced. Shortening can be further reduced.

Therefore, according to the row running control device 1 of the present embodiment, each vehicle running in the row can reduce wasteful energy consumption due to deceleration for adjusting the inter-vehicle distance, and improve fuel efficiency. It becomes possible.
Embodiment of the present invention

  Next, the row running control device 1A according to the embodiment of the present invention will be described. As shown in FIG. 1, the convoy travel control device 1A is different from the embodiment related to the present invention in that the convoy travel control device 1 includes an ECU 20A instead of the ECU 20. Other configurations of the convoy travel control device 1A are the same as those of the convoy travel control device 1.

  The ECU 20A functions as a traveling speed pattern generation means, a traveling speed pattern acquisition means, and a convoy vehicle determination means in place of the deceleration target speed assumption means, the deceleration speed pattern generation means, the integrated deceleration speed pattern generation means, and the deceleration speed pattern acquisition means in the ECU 20. This is different from the embodiment related to the present invention.

  The ECU 20A functions as a traveling speed pattern generation means, and as shown in FIG. 6, the traveling speed V3 in the traveling section is set as a target speed, and for the speed maintaining control for traveling while maintaining the traveling speed V3, acceleration traveling and A travel speed pattern 56 of the host vehicle that alternately repeats non-accelerated non-regenerative travel (inertia travel) is generated, and a travel distance in one cycle of the travel speed pattern of the host vehicle is obtained. FIG. 6 is a diagram illustrating an example of one cycle of the traveling speed pattern.

  Here, the non-accelerated non-regenerative means that there is no acceleration by the engine 2 and the motor 5 when the control law for the shift D (drive) or the shift B other than the shift N (neutral) is followed, and the motor 5 This corresponds to the state where regeneration due to is not activated. From the viewpoint of the accelerator opening range (acceleration request level), non-acceleration and non-regeneration means that the engine 2 is stopped and the accelerator opening region where regeneration by the motor 5 is performed and the accelerator opening region where acceleration is performed. It is an accelerator opening area near the boundary between the two, and is a state corresponding to an accelerator opening area near the accelerator opening 5%.

  The shift B is a shift in which the gear ratio is determined according to a shift pattern set so that regeneration stronger than the shift D operates. For example, in the case of a configuration using CVT, in the shift B, the reduction ratio of the CVT is increased from the normal time (shift D).

  Note that during non-accelerated non-regenerative travel, the engine 2 is stopped and regeneration by the motor 5 is not performed. Therefore, the travel resistance torque (wheel rolling resistance, etc.), the air resistance of the vehicle, the road surface μ ( Depending on factors such as the frictional force between the tire and the road), the crossing gradient of the road, etc., deceleration or acceleration of the vehicle can be realized.

  Further, the ECU 20A functions as a traveling speed pattern acquisition unit, and as illustrated in FIG. 6, acquires the traveling speed patterns 57 and 58 of the other vehicles generated in the same manner as described above in the row traveling control device of the other vehicles. The travel distance of the other vehicle in one cycle of the travel speed patterns 57 and 58 of the other vehicle is acquired.

  Further, the ECU 20A functions as a convoy vehicle determination unit, and totals the distribution of the one-cycle traveling distance of the traveling speed pattern 56 of the own vehicle and the traveling distance of one cycle of the traveling speed patterns 57 and 58 of the other vehicles. Vehicles that are relatively close to each other are preferentially determined as a group of vehicles for platooning.

  Further, the ECU 20A functions as a platoon order determining means, and compares the traveling speed pattern 56 of the own vehicle with the traveling speed patterns 57 and 58 of the other vehicles as shown in FIG. 6, and the peak point (maximum speed point). The order of the platoons is determined so that the vehicles in front of each other in the cycle, that is, the vehicles with the short acceleration travel distance (high acceleration) and the long non-acceleration non-regenerative travel distance are arranged in order. In FIG. 6, one cycle of the traveling speed patterns 56, 57, and 58 is shown with the acceleration traveling start point aligned.

  Next, the operation of the row running control device 1A according to the embodiment of the present invention will be described. FIG. 7 is a flowchart showing a convoy travel control process performed by the ECU 20A. First, as in the embodiment related to the present invention, the ECU 20 assumes the minimum value among the legal speed, the traffic congestion traveling speed, and the desired traveling speed of the traveling section as the traveling speed (target speed) V3 of the traveling section (step S10). ).

  Thereafter, as shown in FIG. 6, the ECU 20 generates a traveling speed pattern 56 of the own vehicle that alternately repeats the acceleration traveling and the non-accelerated non-regenerative traveling for the speed holding control, and the traveling speed pattern of the own vehicle. The travel distance in one cycle of 56 is obtained. Further, the ECU 20 obtains the traveling speed patterns 57 and 58 of the other vehicles generated in the row traveling control device of the other vehicles, and obtains the traveling distance in one cycle of the traveling speed patterns 57 and 58 of the other vehicles, respectively ( Step S11).

  Next, the ECU 20 compares the traveling distance of one cycle of the traveling speed pattern 56 of the own vehicle and the traveling distance of one cycle of the traveling speed patterns 57 and 58 of the other vehicles, respectively, and preferentially travels vehicles that are relatively close. As a vehicle group (step S12).

  Next, as shown in FIG. 6, the ECU 20 compares the traveling speed pattern 56 of the own vehicle with the traveling speed patterns 57 and 58 of the other vehicles, and the peak point (maximum speed point) is in the front in the cycle. The platoon order is determined so that vehicles are arranged in order from the vehicle, that is, the acceleration distance is short (acceleration is large) and the non-acceleration non-regenerative travel distance is long (step S13).

  Thus, according to the convoy travel control apparatus 1A of the embodiment of the present invention, the ECU 20A forms a convoy with vehicles whose travel distances in one cycle of the travel speed pattern are relatively close, so that the acceleration / deceleration timings coincide. It becomes. As a result, it is possible to reduce a reduction in the distance between the preceding vehicle and the following vehicle.

  Further, according to the row running control device 1A of the embodiment of the present invention, the ECU 20A precedes a vehicle having a short acceleration distance (high acceleration) and a long unaccelerated non-regenerative running distance. It is possible to reduce the reduction of the inter-vehicle distance.

  Therefore, according to the row running control device 1A of the embodiment of the present invention, each vehicle that runs in a row can reduce wasteful energy consumption due to deceleration for adjusting the inter-vehicle distance and improve fuel efficiency. It becomes possible.

The present invention is not limited to the above-described embodiment, and various modifications can be made. For example, the present invention can be applied not only to a hybrid vehicle but also to an engine-driven vehicle. In the following, a row running control device 1B according to Modification 1 in which an embodiment related to the present invention is applied to an AT vehicle that is an engine-driven vehicle will be described.
[Modification 1]

  FIG. 8 is a diagram showing a convoy travel control apparatus according to the first modification of the embodiment related to the present invention. The row running control device 1B shown in FIG. 8 does not include the battery 3, the inverter 4, the motor 5, and the generator 6 in the row running control device 1, and the engine 2 is differentially connected via the automatic transmission 13 instead of the power split mechanism 7. 8 is different from the embodiment related to the present invention. The row running control device 1B is different from the embodiment related to the present invention in that the row running control device 1 includes an ECU 20B instead of the ECU 20. Other configurations of the convoy travel control device 1B are the same as those of the convoy travel control device 1.

  The automatic transmission 13 sets a gear ratio in response to a gear change request from the ECU 20B, and transmits the engine output from the engine 2 to the differential 8 in accordance with the gear ratio. For example, the automatic transmission 13 performs hydraulic pressure control with a solenoid, appropriately operates a clutch and a brake, and sets a gear ratio (gear lock, coupling mode). The automatic transmission 13 may be a stepped transmission or a continuously variable transmission (CVT). As an example of a continuously variable transmission, there is a continuously variable transmission mechanism composed of a pair of pulleys and a metal belt. In this case, a continuously variable transmission is realized by changing the groove width of the pulley by hydraulic pressure. .

  In addition to the function of the ECU 20, the ECU 20 </ b> B outputs a shift request for setting an appropriate gear ratio to generate an appropriate drive torque to the automatic transmission 13.

As described above, the row running control device 1B according to the first modification can obtain the same advantages as the row running control device 1 according to the embodiment related to the present invention.
[Modification 2]

  Next, a row running control device 1C according to the second modification of the present invention will be described. As shown in FIG. 8, the convoy travel control apparatus 1C is different from the first modification in that the convoy travel control apparatus 1B includes an ECU 20C instead of the ECU 20B. Other configurations of the convoy travel control device 1C are the same as the convoy travel control device 1B.

  In other words, the convoy travel control device 1C does not include the battery 3, the inverter 4, the motor 5, and the generator 6 in the convoy travel control device 1A, and the engine 2 is differentially connected via the automatic transmission 13 instead of the power split mechanism 7. 8 is different from the embodiment of the present invention. Further, the convoy travel control apparatus 1C is different from the embodiment of the present invention in that the convoy travel control apparatus 1A includes an ECU 20C instead of the ECU 20A. Other configurations of the convoy travel control device 1C are the same as the convoy travel control device 1A.

  In addition to the function of the ECU 20A, the ECU 20C outputs to the automatic transmission 13 a shift request for setting an appropriate gear ratio in order to generate an appropriate drive torque.

  The ECU 20C is different from the ECU 20A in that, in the function of the ECU 20A, neutral traveling is performed as inertial traveling instead of non-accelerated non-regenerative traveling. That is, the ECU 20C generates a traveling speed pattern that alternately repeats acceleration traveling and neutral traveling.

  During neutral driving, the engine 2 maintains an idle operation state, but the engine brake does not operate. Therefore, the driving resistance torque (wheel rolling resistance, etc.), vehicle air resistance, road surface μ (tire and tire) Depending on factors such as the frictional force on the road and the cross slope of the road, the vehicle can be decelerated or accelerated.

  As described above, the row running control device 1C according to the second modification can obtain the same advantages as the row running control device 1A according to the embodiment of the present invention.

  Further, in this embodiment and this modification, the convoy travel control device in the leader vehicle controls the convoy travel, but the base station provided outside the vehicle includes the convoy travel control device, and the convoy travel control device in this base station May acquire travel plans for a plurality of vehicles and control the platooning based on these travel plans.

  Moreover, in this embodiment and this modification, the row | line | column running control apparatus in a some vehicle calculated | required the driving plan of the own vehicle, respectively, However, the row | line | column running control apparatus in a leader vehicle may obtain | require the driving plan of each vehicle.

  Further, in the embodiment of the present invention, in order to perform the speed holding control to the target speed, the traveling speed pattern in which the acceleration traveling and the non-accelerated non-regenerative traveling are alternately repeated is used. However, the acceleration traveling and the deceleration traveling are alternately repeated. A traveling speed pattern may be used. Similarly, in the second modification, a traveling speed pattern in which acceleration traveling and neutral traveling are alternately repeated is used in order to perform speed holding control to the target speed. However, a traveling speed pattern in which acceleration traveling and deceleration traveling are alternately repeated is used. It may be used.

  Further, in the embodiment and the second modification of the present invention, the platooning control device that determines the vehicle group for performing the speed holding control to the target speed is exemplified, but the present invention performs the acceleration control, the deceleration control, or the like to the target speed. It is also applicable to a convoy travel control device that determines a vehicle group for the vehicle.

  Moreover, ECU20, 20A, 20B, 20C in this embodiment and this modification is not restricted to one control unit, and may be a plurality of control units connected so as to share control.

  Further, the hybrid system is not limited to the parallel series hybrid system described above. For example, in the case of a four-wheel drive vehicle, it is possible to adopt a parallel hybrid system on the front side and incorporate elements of a series hybrid system on the rear side.

  Further, in the embodiment related to the present invention and the first modification, in the driving state (mainly the engine running state) by the engine 2, the gear ratio is controlled by the rotational speed of the generator 6. For example, the embodiment of the present invention As in Modification 2, an automatic transmission such as a continuously variable transmission (CVT) may be installed between the power split mechanism 7 and the differential 8, and the gear ratio may be variably controlled by the automatic transmission.

  Further, the above-described high-accuracy map information may include point information such as a curve or an ETC (Electronic Toll Collection) lane together with the coordinate data of the point as a point requiring deceleration (target deceleration point). However, information on points that need to be temporarily stopped, such as intersections including three-way intersections, railroad crossings, and tollgates on toll roads, may be included together with the coordinate data of the points. In addition to the coordinate data, this map information passes not only the curve radius and curvature, cant, road gradient, road lane number and lane width, detailed position of the stop line, right / left turn lane, elevation, legal speed, etc. Detailed numerical information such as a necessary speed reduction point such as a possible speed may be included.

  Moreover, it may replace with the position detection of the own vehicle by the navigation apparatus 11, and the position detection of the own vehicle may be performed by the road-to-vehicle communication by IMTS (Intelligent Multi-mode Transit System). For example, the position information of the host vehicle may be provided from the road side by performing wireless communication between the loop antenna and the communication device embedded in the road and the vehicle-side antenna and the communication device. In the IMTS, a magnetic marker that defines the route that the vehicle should pass is embedded in the road. In this case, the magnetic marker is detected by the magnetic sensor, and appropriate steering control is executed so that the vehicle travels along an appropriate route via the steering device 10. Various types of information necessary for automatic travel control may be acquired through other forms of road-to-vehicle communication or wireless communication (vehicle-to-vehicle communication) with surrounding vehicles.

  DESCRIPTION OF SYMBOLS 1,1A, 1B, 1C ... Convoy travel control device, 2 ... Engine, 3 ... Battery, 4 ... Inverter, 5 ... Motor, 6 ... Generator, 7 ... Power split mechanism, 8 ... Differential, 9 ... Brake device, 10 ... Steering device, 11 ... navigation device, 12 ... communication device, 13 ... automatic transmission, 20, 20B ... ECU (running speed assumption means, target speed assumption means, deceleration speed pattern generation means, integral deceleration speed pattern generation means, integral deceleration Speed pattern acquisition means, platoon order determination means, integral deceleration speed pattern adjustment means), 20A, 20C... ECU (travel speed assumption means, travel speed pattern generation means, travel speed pattern acquisition means, platoon vehicle determination means, platoon order determination means ).

Claims (2)

In a convoy travel control device that forms a convoy and runs multiple vehicles,
A platoon vehicle determining means for determining a vehicle that forms the platoon based on a travel plan including acceleration / deceleration in each vehicle,
The travel plan is a travel plan for speed-controlling the travel speed of the vehicle to a target speed by alternately repeating acceleration travel and deceleration travel or inertial travel,
The platoon determination unit determines to form the platoon preferentially from a vehicle having a relatively short travel distance in one cycle of the travel plan.
Convoy travel control device. A travel speed pattern generating means for generating a travel speed pattern of the host vehicle for the speed control as the travel plan of the host vehicle and determining a travel distance of the host vehicle in one cycle of the travel speed pattern of the host vehicle;
Travel speed pattern acquisition means for acquiring travel speed patterns of a plurality of other vehicles as the travel plans of the respective other vehicles, respectively, and acquiring travel distances of the other vehicles in one cycle of the travel speed pattern of the other vehicles,
Further comprising
The convoy vehicle determining means determines to form a convoy with the own vehicle preferentially from other vehicles having the travel distance relatively close to the travel distance of the own vehicle.
The row running control device according to claim 1.

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