JP5407641B2 - Vehicle control apparatus and vehicle control method - Google Patents

Description

  The present invention relates to a vehicle control device and a vehicle control method for controlling a vehicle, and more particularly to a vehicle control device and a vehicle control method applied to avoid traffic jams.

  Conventionally, it is known that traffic congestion frequently occurs in a sag portion on an expressway. Therefore, technology development is being carried out to avoid traffic congestion by installing a control system that can acquire traffic flow information. For example, Patent Document 1 discloses a technique for controlling the inter-vehicle distance control just before the sag and switching from the sag portion to the vehicle speed control so as to suppress the change in the vehicle speed and suppress the congestion in the sag.

Japanese Patent Laid-Open No. 2002-137852

In such a vehicle control technology, when the traffic flow exceeds a predetermined threshold, vehicle-to-vehicle control information (for example, By communicating with each other (vehicle position and vehicle speed) and performing deceleration control, it is conceivable to suppress deceleration propagation in the sag portion and prevent the occurrence of sag congestion.
However, in this case, a clear control start timing such as “when the traffic flow exceeds a predetermined threshold” can be easily determined, but it is very difficult to determine the control end timing. Because if there is a section with high traffic density immediately after the control is always terminated at the timing when the traffic density decreases, the driver's brake operation will be triggered when it reaches that section, This is because traffic jams caused by the propagation of vehicle speed fluctuations are caused.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle control device and a vehicle control method capable of suppressing propagation of vehicle speed fluctuations.

  A vehicle control device according to the present invention is a vehicle control device that performs traffic jam control of a traffic flow between the host vehicle and a counterpart vehicle capable of inter-vehicle communication, and performs traffic jam control. Determining means for determining whether or not to end, wherein the determining means determines based on at least one of the speed of the host vehicle, the speed of the opponent vehicle, and the relationship with the opponent vehicle; Judgment is made based on traffic information about the front in the traveling direction.

  In this vehicle control device, when determining whether or not to end the traffic jam control, the determination means determines (first determination) based on the speed of the own vehicle, the speed of the opponent vehicle, and the relationship with the opponent vehicle. In addition, the determination (second determination) is made based on traffic information related to the front of the host vehicle in the traveling direction. Therefore, in the second determination, when it is found from the traffic information that there is a section with high traffic density ahead of the traveling direction of the host vehicle, it is possible to prevent the congestion control from ending. Thereby, the above-described traffic jam control is maintained, and propagation of vehicle speed fluctuations when entering the next high traffic density section is effectively suppressed.

  Further, the traffic information may be terrain information including an expected point where traffic congestion control should be terminated. In this case, since the end determination can be performed based on the predicted point included in the terrain information, the determination can be quickly made without performing complicated calculations in the host vehicle.

  Further, when the determination unit determines that the traffic jam control is to be ended, the predicted point may be updated to the traveling point of the host vehicle at that time. In this case, the end point can always be determined based on the latest information by updating the predicted point.

  Further, the traffic information may be a traffic density in front of the traveling direction of the host vehicle. In this case, appropriate traffic congestion control can be performed in accordance with the traffic density.

  A vehicle control method according to the present invention is a vehicle control method for controlling traffic jams between vehicles by controlling the relative positional relationship between a host vehicle and a partner vehicle capable of inter-vehicle communication. A step of determining whether or not to end is based on at least one of the speed of the host vehicle, the speed of the partner vehicle, and the relationship with the partner vehicle; and the traveling direction of the host vehicle And a second determination step for determining based on traffic information related to the front.

  In this vehicle control method, when determining whether or not to end the congestion control, the first determination step is not only based on the speed of the own vehicle, the speed of the opponent vehicle, and the relationship with the opponent vehicle. As the second determination step, the determination is made based on traffic information relating to the forward direction of the host vehicle. Therefore, in the second determination step, when it is found from the traffic information that there is a section with high traffic density ahead of the traveling direction of the host vehicle, it is possible to prevent the traffic jam control from ending. Thereby, the above-described traffic jam control is maintained, and propagation of vehicle speed fluctuations when entering the next high traffic density section is effectively suppressed.

  Further, the traffic information may be terrain information including an expected point where traffic congestion control should be terminated. In this case, since the end determination can be performed based on the predicted point included in the terrain information, the determination can be quickly made without performing complicated calculations in the host vehicle.

  Moreover, when it determines with complete | finishing traffic congestion control, the aspect updated to the driving | running | working point of the own vehicle at that time may be sufficient. In this case, the end point can always be determined based on the latest information by updating the predicted point.

  Further, the traffic information may be a traffic density in front of the traveling direction of the host vehicle. In this case, appropriate traffic congestion control can be performed in accordance with the traffic density.

  ADVANTAGE OF THE INVENTION According to this invention, the vehicle control apparatus and vehicle control method which can suppress propagation of a vehicle speed fluctuation | variation are provided.

FIG. 1 is a diagram showing a traffic situation of traffic control according to the first embodiment of the present invention. FIG. 2 is a diagram showing a schematic configuration of the vehicle control device according to the embodiment of the present invention. FIG. 3 is a flowchart showing a vehicle control method for realizing the traffic situation of FIG. FIG. 4 is a diagram showing traffic conditions according to the prior art. FIG. 5 is a flowchart showing a vehicle control method according to the second embodiment of the present invention. FIG. 6 is a flowchart showing a vehicle control method according to the third embodiment of the present invention. FIG. 7 is a flowchart showing a vehicle control method according to the fourth embodiment of the present invention. FIG. 8 is a flowchart illustrating a vehicle control method according to the fifth embodiment of the present invention.

  Hereinafter, embodiments for carrying out the present invention will be described in detail with reference to the accompanying drawings. In addition, the same code | symbol is attached | subjected about the same or equivalent element, and the description is abbreviate | omitted when description overlaps.

  FIG. 1 shows two traveling vehicles 11 and 12 that are connected back and forth on the same lane in a section where a sag point such as an expressway exists. In the traffic situation of FIG. 1, there are a first high traffic density section A1 with high traffic density, a low traffic density section A2 with low traffic density, a second high traffic density section A3 with high traffic density, and a sag portion A4. These sections are continuously arranged in the order of sections A1 to A4 in the traveling direction of the host vehicle 11. 1A shows a state in which the host vehicle 11 has left the first high traffic density section A1, FIG. 1B shows a state in which the host vehicle 11 travels in the low traffic density section A2, and FIG. Indicates a state in which the host vehicle 11 enters the second high traffic density section A3.

  And each vehicle 11 and 12 is equipped with the vehicle control apparatus 1 shown in FIG. The vehicle control device 1 performs vehicle travel control, and includes an ECU (electronic control unit) 2, a navigation unit 3, a communication unit 4, a sensor unit 5, a travel drive unit 6, and a braking unit 7.

  The ECU 2 controls the entire control device, and is composed of, for example, a computer including a CPU, a ROM, a RAM, and the like. ECU2 expresses various functions based on various information mentioned below.

  The navigation unit 3 is a part that detects position information of the position of the host vehicle. For example, the navigation unit 3 includes a GPS function or a map database including road information, and uses a destination search or a travel guide route. Can do.

  The communication unit 4 transmits / receives various information to / from infrastructure vehicles (beacons, traffic monitoring systems, etc.) provided on the roadside of surrounding vehicles and roads traveling around the vehicle, and the traffic information center ( This is the part that receives traffic information from the VICS Center. This communication part 4 receives the information regarding the position and traveling direction from a surrounding vehicle by vehicle-to-vehicle communication. Further, inter-vehicle control information (inter-vehicle target value, vehicle speed target value, deceleration position, deceleration G) and the like are transmitted and received as inter-vehicle communication. Alternatively, the inter-vehicle distance from the preceding vehicle can be acquired by infrastructure communication.

  The sensor unit 5 includes a plurality of sensors mounted on the vehicle, and includes, for example, a wheel speed sensor, a radar distance sensor, an in-vehicle camera, and the like. This sensor unit 5 can also measure the inter-vehicle distance from the preceding vehicle and the vehicle speed of the preceding vehicle.

  The travel drive unit 6 is a part that drives the travel of the vehicle, and includes, for example, an engine ECU, a throttle motor, an injector, and the like. The travel drive unit 6 operates upon receiving a travel drive signal from the ECU 2 and executes vehicle travel drive in accordance with the travel drive signal. Further, the travel drive unit 6 acquires information on the accelerator opening by the throttle sensor, and the information is sent to the ECU 2.

  The braking unit 7 is a part that brakes the vehicle, and includes, for example, a brake ECU, an electromagnetic valve that adjusts the brake hydraulic pressure, and a pump motor that generates the brake hydraulic pressure. The braking unit 7 operates in response to a braking command signal from the ECU 2 and executes vehicle braking according to the braking command signal.

Since the vehicle control device 1 is configured as described above, the own vehicle 11 exchanges information such as inter-vehicle control information with the preceding vehicle (partner vehicle) 12 through inter-vehicle communication, and the own vehicle By controlling the relative positional relationship between the vehicle 11 and the preceding vehicle 12, the traffic flow between them is controlled. More specifically, whether the ECU 2 of the vehicle control device 1 ends the traffic congestion control of the traffic flow between the own vehicle and the partner vehicle capable of inter-vehicle communication, alone or in cooperation with each of the units 3 to 7. A function as determination means for determining whether or not is realized. This determination means makes a determination based on at least one of the speed of the host vehicle, the speed of the partner vehicle, and the relationship with the partner vehicle, and makes a determination based on traffic information relating to the forward direction of the host vehicle.
(First embodiment)

  Hereinafter, the end determination of the congestion control that is executed mainly by the ECU 2 of the vehicle control device 1 described above will be described with reference to FIGS. Here, FIG. 3 is a flowchart according to the first embodiment showing a vehicle control method performed using the vehicle control device 1 in order to realize the traffic situation of FIG.

  As shown in FIG. 1A, the host vehicle 11 traveling in the first high traffic density section A1 secures an inter-vehicle distance D1 with the preceding vehicle 12 by traffic jam control. Then, during the traffic jam control, as a first determination step S101 shown in FIG. 3, whether or not the threshold 1 of the inter-vehicle distance between the host vehicle 11 and the preceding vehicle 12 is exceeded, or the speed of the preceding vehicle 12 is set to the threshold 2. It is determined whether or not the threshold value has been exceeded, and when these threshold values are exceeded, the primary determination is finished assuming that the first high traffic density section A1 has ended. In the primary determination, it may be determined that the first high traffic density section A1 has ended depending on whether the driver of the host vehicle 11 has performed an accelerator operation that depresses the accelerator pedal. This primary determination may be made based on one of the speed of the host vehicle 11, the speed of the preceding vehicle 12, and the inter-vehicle distance from the preceding vehicle 12 (relationship with the opponent vehicle). The aspect which combined several may be sufficient.

  If the primary determination is cleared by exceeding the threshold value in the first determination step S101, then the second determination step S102a is included in the terrain information received via the navigation system or the information from the VICS center. A secondary determination is made to determine whether or not the expected end point of the sag traffic jam has been reached.

  In the secondary determination, if it is determined that the host vehicle 11 has reached the expected sag congestion end point, the congestion control is terminated in the subsequent step S103.

  On the other hand, if it is determined in the secondary determination that the host vehicle 11 has not yet reached the expected end point of the sag congestion, that is, the host vehicle that has exited the first high traffic density section A1 as shown in FIG. When the second high traffic density section A3 exists ahead of the 11 traveling directions, the traffic congestion control is not ended and the operation is continued thereafter.

  Accordingly, as shown in FIG. 1B, the host vehicle 11 that has exited the first high traffic density section A1 continues to maintain the inter-vehicle distance D1 with the preceding vehicle 12 during the low traffic density section A2. .

  As a result, as shown in FIG. 1C, even when the host vehicle 11 enters the second high traffic density section A3 ahead, a sufficient inter-vehicle distance D1 is secured with the preceding vehicle 12. Therefore, propagation of vehicle speed fluctuations (that is, deceleration propagation) is suppressed, and sag congestion can be effectively avoided.

  On the other hand, in the prior art shown in FIG. 4, the host vehicle 11 that has exited from the first high traffic density section A1 determines the end of the sag congestion only based on, for example, that the preceding vehicle 12 has increased the vehicle speed. . Therefore, in the subsequent low traffic density section A2, the congestion control (deceleration control) is not performed, and the inter-vehicle distance D2 with the preceding vehicle 12 is reduced (D2 <D1). Therefore, when the preceding vehicle 12 enters the second high traffic density section A3 ahead, the inter-vehicle distance D3 with the preceding vehicle 12 is further reduced due to the deceleration of the preceding vehicle 12 (D3 <D2), The deceleration of the vehicle 12 is propagated to the host vehicle 11. That is, the effect of the traffic jam control is not sufficiently exhibited, and the speed fluctuation from the preceding vehicle 12 to the host vehicle 11 is propagated to cause a sag traffic jam.

  As described above, in the vehicle control method according to the first embodiment, when determining whether or not to end the traffic jam control, as the first determination step S101, the distance between the preceding vehicle 12 or the preceding vehicle 12 is determined. In addition to the determination based on the speed (primary determination), the second determination step S102a includes the traffic information related to the front of the vehicle 11 in the traveling direction, that is, the determination based on the predicted sag congestion end point (secondary determination). Do it.

  Thus, when determining the end of the traffic jam control, by performing the secondary determination (second determination) in addition to the primary determination (first determination), as shown in FIG. 1, the high traffic density section A1. Even if A3 continues, the fluctuation in the vehicle speed of the host vehicle 11 is suppressed, and the occurrence of sag congestion can be effectively avoided. That is, in the secondary determination of the second determination step S102a, when it is found from the traffic information that there is a section with high traffic density (second high traffic density section) A3 ahead of the traveling direction of the host vehicle 11. The traffic congestion control is maintained to suppress the propagation of vehicle speed fluctuations when entering the next high traffic density section A3.

  In the first embodiment, in addition, since the end determination is performed based on the predicted end point of the sag traffic jam, it is possible to quickly perform the determination without performing a complicated calculation or the like in the own vehicle 11. .

Next, an embodiment different from the above-described first embodiment will be described with reference to the flowcharts of FIGS.
(Second Embodiment)

The vehicle control method according to the second embodiment is performed in accordance with the flowchart shown in FIG. 4, and only the second determination step S102b is different from the flowchart of the first embodiment (see FIG. 3). That is, in the vehicle control method according to the second embodiment, the traffic density ahead of the host vehicle 11 in the traveling direction is used as the traffic information used for the secondary determination in the second determination step S102b. Such traffic density information can be acquired by an in-vehicle camera, a radar, vehicle-to-vehicle communication with a vehicle traveling ahead, communication from a VICS center, or the like. When the traffic density is used for the secondary determination, there is an advantage that appropriate traffic congestion control can be performed corresponding to the traffic density. In the second embodiment, since the secondary determination is performed in addition to the primary determination when determining the end of the congestion control, the vehicle speed fluctuation of the host vehicle 11 is suppressed, and the occurrence of the sag congestion is prevented. It can be effectively avoided.
(Third embodiment)

The vehicle control method according to the third embodiment is performed according to the flowchart shown in FIG. 6, and only the point of updating the predicted point after the congestion control is finished is the flowchart of the first embodiment (see FIG. 3). Is different. That is, in the vehicle control method of the flowchart according to the third embodiment, after the traffic jam control is terminated in step S103, the ECU 2 (or a memory not shown) of the vehicle control device 1 of the host vehicle 11 determines the expected sag traffic jam end point. The travel point at the time is updated (step S104). As a result, the latest predicted point can always be used, and the predicted point is closer to the actual sag congestion end point, so that more reliable end determination (end determination with fewer erroneous determinations) can be realized. Even in the third embodiment, since the secondary determination is performed in addition to the primary determination when determining the end of the congestion control, the vehicle speed fluctuation of the host vehicle 11 is suppressed, and the occurrence of the sag congestion is prevented. It can be effectively avoided.
(Fourth embodiment)

The vehicle control method according to the fourth embodiment is performed according to the flowchart shown in FIG. 7, and is a combination of the vehicle control method of the first embodiment and the vehicle control method of the second embodiment described above. That is, in the vehicle control method according to the fourth embodiment, both the second determination step S102a and the second determination step S102b described above are performed for the secondary determination. As a result, a more reliable end determination can be realized. Even in the fourth embodiment, since the secondary determination is performed in addition to the primary determination when determining the end of the congestion control, fluctuations in the vehicle speed of the host vehicle 11 are suppressed, and the occurrence of sag congestion is prevented. It can be effectively avoided.
(Fifth embodiment)

  The vehicle control method according to the fifth embodiment is performed in accordance with the flowchart shown in FIG. 8, and is a combination of the vehicle control method of the fourth embodiment described above and the vehicle control method of the third embodiment. . That is, in the vehicle control method according to the fifth embodiment, for the secondary determination, both the second determination step S102a and the second determination step S102b described above are performed, and after the congestion control is finished in step S103, , Update the expected end point of sag congestion. Thereby, the accuracy of the end determination can be further increased. Even in the fifth embodiment, since the secondary determination is performed in addition to the primary determination when determining the end of the congestion control, fluctuations in the vehicle speed of the host vehicle 11 are suppressed, and the occurrence of sag congestion is prevented. It can be effectively avoided.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle control apparatus, 2 ... ECU, 11 ... Own vehicle, 12 ... Prior vehicle, S101 ... 1st determination step, S102a, S102b ... 2nd determination step

Claims (8)

It is a vehicle control device that controls the traffic flow between vehicles by controlling the relative positional relationship between the vehicle and the other vehicle that can communicate between vehicles,
A determination means for determining whether to end the traffic jam control;
The determination means makes a determination based on at least one of the speed of the host vehicle, the speed of the partner vehicle, and the relationship with the partner vehicle, and based on traffic information relating to the forward direction of the host vehicle. A vehicle control device for determining   The vehicle control device according to claim 1, wherein the traffic information is terrain information including an expected point at which the congestion control should be terminated.   The vehicle control device according to claim 2, wherein when the determination unit determines to end the traffic jam control, the predicted point is updated to a travel point of the host vehicle at that time.   The vehicle control device according to claim 1, wherein the traffic information is a traffic density in front of the host vehicle in a traveling direction. A vehicle control method for controlling the traffic flow between the own vehicle and the other vehicle capable of inter-vehicle communication by controlling the traffic flow between them,
Determining whether to end the traffic jam control,
A first determination step for determining based on at least one of the speed of the host vehicle, the speed of the partner vehicle, and the relationship with the partner vehicle;
A vehicle control method including a second determination step of determining based on traffic information relating to a forward direction of the host vehicle.   The vehicle control method according to claim 5, wherein the traffic information is terrain information including an expected point at which the congestion control should be terminated.   The vehicle control method according to claim 6, wherein when it is determined that the traffic jam control is to be ended, the predicted point is updated to a travel point of the host vehicle at that time.   The vehicle control method according to claim 5, wherein the traffic information is a traffic density in front of the traveling direction of the host vehicle.

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