JP5663946B2 - Vehicle travel control device - Google Patents

Description

  The present invention relates to a vehicle travel control device.

  Conventionally, as a vehicle travel control device, for example, as disclosed in Japanese Patent Application Laid-Open No. 2005-292945, in the passing traveling between the own vehicle and a surrounding vehicle, the passing speed and acceleration / deceleration of both vehicles based on the width of the road, the vehicle type, etc. A traffic simulation system is known in which a behavior such as stopping and stopping is set, thereby improving the running efficiency of passing driving.

JP 2005-292945 A

  However, in the system described in Patent Document 1, the traveling efficiency when passing the surrounding vehicle is considered, but the traveling efficiency when the host vehicle or the surrounding vehicle turns right or left is not considered. For this reason, the traveling of the host vehicle may interfere with surrounding traffic.

  Therefore, the present invention has been made to solve the above technical problem, and an object of the present invention is to provide a vehicle travel control device that enables smoothing of surrounding traffic.

That the vehicle travel control device according to the present invention, a traveling information acquiring means for acquiring traveling information of the vehicle and the peripheral vehicle on the basis of the running information of the host vehicle acquired by the traveling information acquisition unit, after a predetermined time a route candidate generating means for generating a plurality of route candidates of the vehicle relative to the reference time is a time, against each of the plurality of route candidates generated by the route candidate generating means, to the peripheral vehicle reference time in a safe range First traveling efficiency calculating means for calculating the traveling efficiency of the surrounding vehicle based on the travel distance that can travel to the vehicle, and traveling control of the host vehicle based on the traveling efficiency of the surrounding vehicle calculated by the first traveling efficiency calculating means Traveling control means, and the traveling control means increases the traveling efficiency of surrounding vehicles when the left or right turn information of the host vehicle or the surrounding vehicles is acquired by the traveling information acquisition means. And performing running control on.

  According to this vehicle travel control device, when the left / right turn information of the own vehicle or the surrounding vehicle is acquired by the travel information acquisition means, the travel control is performed by the travel control means so that the travel efficiency of the surrounding vehicles is increased. Here, the right / left turn information is information indicating prediction of a right turn or a left turn of the vehicle. In this vehicle travel control device, travel control is performed so that the travel efficiency of the surrounding vehicles is increased. Therefore, when the host vehicle or the surrounding vehicles turn left or right, the traveling of the surrounding vehicles can be smoothed without unnecessarily hindering. Therefore, it is possible to smooth the surrounding traffic.

Further, a virtual moving body setting means for setting a virtual moving body that can exist around the host vehicle, a movement efficiency calculating means for calculating a moving efficiency of the virtual moving body for each course candidate generated by the course candidate generating means, The travel control means preferably performs travel control so that the movement efficiency of the virtual moving body is increased.

  According to the present invention, when it is difficult to detect the surrounding vehicle, for example, even when there is a two-wheeled vehicle that is traveling far behind the host vehicle or the blind spot area of the following vehicle and is not detected by the traveling information acquisition unit, The virtual moving body setting means sets a virtual moving body corresponding to the surrounding vehicle that is not detected. Then, since the travel control is performed by the travel control means so that the movement efficiency of the virtual moving body is increased, smoothing of the surrounding traffic in consideration of surrounding vehicles that are difficult to detect can be achieved.

The vehicle further includes a course evaluation unit that evaluates a course candidate of the host vehicle based on the running efficiency of the surrounding vehicle calculated by the first running efficiency calculation unit, and the course evaluation unit is configured to detect the host vehicle or the surrounding vehicle by the running information acquisition unit. When the left / right turn information is acquired, it is preferable that a route candidate with higher traveling efficiency of the surrounding vehicle is evaluated higher, and the traveling control unit performs traveling control for traveling on the route candidate evaluated by the route evaluating unit.

  According to this invention, the travel control is performed by the travel control means so that the evaluation by the route evaluation means becomes high. Here, the route candidates that are highly evaluated by the route evaluation means are the route candidates with high traveling efficiency of the surrounding vehicles, so that consideration for the traveling efficiency of the surrounding vehicles is further enhanced.

Further, against each route candidate generated by the route candidate generating unit, the vehicle is the second travel efficiency calculating means for calculating a traveling efficiency of the vehicle based on the travel distance that can be traveled until the reference time in a safe range Preferably, the route evaluation means evaluates higher the route candidate with higher traveling efficiency of the surrounding vehicle when the traveling efficiency for each route candidate calculated by the second traveling efficiency calculating means is equal.

  According to the present invention, when the traveling efficiency of the host vehicle is the same for each route candidate, the route candidate that increases the traveling efficiency of the surrounding vehicle is evaluated higher. For example, when there is a course candidate in which the traveling efficiency of the own vehicle is not equivalent to each course candidate and the traveling efficiency of the own vehicle is superior to others, this course candidate can be highly evaluated. In this way, since the traveling efficiency of the host vehicle and the traveling efficiency of the surrounding vehicles are considered in a well-balanced manner, it is possible to further smooth the surrounding traffic.

  Further, it is preferable that the second traveling efficiency calculating means calculates the traveling efficiency of the host vehicle based on a time point when the vehicle speed of the host vehicle is equal to or lower than a set value.

  As the time point at which the vehicle speed of the host vehicle falls below the set value, for example, traffic congestion in the lane in which the host vehicle travels, signal waiting, etc. In this case, even if the route candidate has high driving efficiency in the short term, the vehicle speed will eventually have to be reduced due to traffic jams or waiting for traffic lights, so in the long term it will be equivalent to other route candidates. It is done. According to the present invention, since the traveling efficiency of the host vehicle is calculated with reference to the time point when the vehicle speed of the host vehicle is equal to or lower than the set value, it is possible to evaluate the course efficiently in the long run.

  Moreover, it is preferable that a 2nd driving | running efficiency calculation means calculates the driving | running | working efficiency of the own vehicle based on the event which may arise in a course candidate.

  Here, an event is an event that can affect the running efficiency of the host vehicle. For example, passing through an intersection or passing a preceding vehicle corresponds to this event. Usually, when an event does not occur, it is considered that the traveling efficiency during the event does not differ greatly between the respective route candidates. According to the present invention, since the traveling efficiency of the host vehicle is calculated based on events that can occur in the route candidates, it is possible to simplify the calculation of the traveling efficiency while no event occurs, and the long-term traveling efficiency with a small amount of calculation. Can be calculated.

  In addition, a database that stores the past traveling state of the host vehicle and the traveling efficiency of the host vehicle up to the traveling state is provided, and the second traveling efficiency calculating means includes the traveling state stored in the database, the route candidate It is preferable to calculate the traveling efficiency of the host vehicle by comparing the traveling state of the host vehicle with the vehicle.

  According to this invention, since the traveling efficiency of the host vehicle is calculated from the past traveling state collated with the traveling state of the host vehicle, the amount of calculation of the traveling efficiency can be reduced.

  According to the present invention, it is possible to smooth the surrounding traffic.

It is a block diagram which shows the function structure of the vehicle travel control apparatus which concerns on 1st Embodiment. It is a flowchart which shows the process sequence by the vehicle travel control apparatus of FIG. It is a flowchart which shows a part of processing procedure of FIG. It is explanatory drawing of the example of traveling control by the vehicle traveling control apparatus of FIG. It is explanatory drawing of the example of traveling control by the vehicle traveling control apparatus of FIG. It is explanatory drawing of the example of driving | running control when not considering the driving | running | working efficiency of a surrounding vehicle. It is a block diagram which shows the function structure of the vehicle travel control apparatus which concerns on 2nd Embodiment. It is a flowchart which shows the process sequence by the vehicle travel control apparatus of FIG. It is a flowchart which shows a part of processing procedure of FIG. It is explanatory drawing of the example of traveling control by the vehicle traveling control apparatus of FIG. It is explanatory drawing of the example of travel control when only the surrounding vehicle detected is considered. It is a block diagram which shows the function structure of the vehicle travel control apparatus which concerns on 3rd Embodiment. It is a flowchart which shows the process sequence by the vehicle travel control apparatus of FIG. It is a flowchart which shows a part of processing procedure of FIG. It is explanatory drawing of the example of traveling control by the vehicle traveling control apparatus of FIG. It is explanatory drawing of the example of driving | running control when not considering the driving | running | working efficiency of a surrounding vehicle. It is a block diagram which shows the function structure of the vehicle travel control apparatus which concerns on 4th Embodiment. It is a flowchart which shows the process sequence by the vehicle travel control apparatus of FIG. It is a flowchart which shows a part of processing procedure of FIG. It is explanatory drawing of the example of driving | running | working by the vehicle travel control apparatus of FIG. It is explanatory drawing of long-term own vehicle travel efficiency. It is a block diagram which shows the function structure of the vehicle travel control apparatus which concerns on 5th Embodiment. It is a flowchart which shows the process sequence by the vehicle travel control apparatus of FIG. It is a flowchart which shows a part of processing procedure of FIG. It is explanatory drawing of a long-term own vehicle event driving | running | working efficiency. It is a block diagram which shows the function structure of the vehicle travel control apparatus which concerns on 6th Embodiment. It is a flowchart which shows the process sequence by the vehicle travel control apparatus of FIG. It is a flowchart which shows a part of processing procedure of FIG. It is explanatory drawing of a long-term own vehicle state driving | running | working efficiency.

  Hereinafter, a vehicle travel control device according to an embodiment of the present invention will be described with reference to the drawings. In the description of the drawings, the same elements are denoted by the same reference numerals, and redundant descriptions are omitted.

(First embodiment)
FIG. 1 is a block diagram illustrating a functional configuration of the vehicle travel control apparatus according to the first embodiment. The vehicle travel control device M according to the present embodiment is mounted on the host vehicle and controls the travel of the host vehicle. As shown in FIG. 1, the vehicle travel control device M includes a travel control ECU (Electronic Control Unit) 1, a host vehicle information acquisition unit 2, a surrounding vehicle information acquisition unit 3, and a travel output unit 4.

  The traveling control ECU 1 controls the entire apparatus of the vehicle traveling control apparatus M, and mainly includes, for example, a computer including a CPU (Central Processing Unit), a ROM (Read Only Memory), and a RAM (Random Access Memory). It is configured. The travel control ECU 1 inputs information acquired by the host vehicle information acquisition unit 2 and the peripheral vehicle information acquisition unit 3 (host vehicle travel information and peripheral vehicle travel information described later), and executes a predetermined process, thereby Evaluate the vehicle path candidates. The travel control ECU 1 outputs a control signal indicating a course candidate highly evaluated that the host vehicle may travel to the travel output unit 4 so that the host vehicle travels the course candidate. 4 is controlled. Here, the “course” refers to a concept including temporal elements such as time and speed, and is different from a “route” that does not include these temporal elements.

  The own vehicle information acquisition unit 2 is a traveling information acquisition unit that acquires own vehicle traveling information indicating the traveling state of the own vehicle. The own vehicle information acquisition unit 2 includes, for example, a wheel speed sensor, a steering angle sensor, a GPS (Global Positioning System), a blinker sensor, and the like, and includes vehicle speed information, steering angle information, position information, blinker information, and the like of the own vehicle. Is acquired as own vehicle travel information. Moreover, the own vehicle information acquisition part 2 acquires the right-left turn information which shows the state which the own vehicle is going to make a right turn or a left turn as own vehicle running information. This right / left turn information is acquired based on vehicle speed information, steering angle information, blinker information, and the like of the host vehicle. The own vehicle information acquisition unit 2 is connected to the travel control ECU 1 and outputs the acquired own vehicle travel information to the travel control ECU 1.

  The peripheral vehicle information acquisition unit 3 is a travel information acquisition unit that acquires peripheral vehicle travel information indicating a travel state of the peripheral vehicle. Here, the peripheral vehicles are other vehicles (including two-wheeled vehicles) existing around the own vehicle. The own vehicle information acquisition unit 2 includes, for example, a vehicle-to-vehicle communication device, a road-to-vehicle communication device, a millimeter wave radar, a laser radar, or the like, and uses the surrounding vehicle position information, vehicle speed information, relative speed information, and the like Obtain as information. Moreover, the surrounding vehicle information acquisition part 3 acquires the right-left turn information which shows the state in which a surrounding vehicle is going to turn right or left as surrounding vehicle travel information. This right / left turn information is acquired based on position information, vehicle speed information, and the like of surrounding vehicles. The peripheral vehicle information acquisition unit 3 is connected to the travel control ECU 1 and outputs the acquired peripheral vehicle travel information to the travel control ECU 1.

  The traveling output unit 4 is connected to the traveling control ECU 1 and receives a control signal from the traveling control ECU 1 to perform driving traveling of the host vehicle, for example, traveling driving, braking operation, and steering operation. The travel output unit 4 includes, for example, a travel drive ECU that controls an actuator that adjusts the opening of an engine throttle valve, a brake ECU that controls a brake actuator that adjusts brake hydraulic pressure, and a steering actuator that applies steering torque. This corresponds to the steering ECU to be controlled. The traveling output unit 4 performs driving traveling of the host vehicle, for example, traveling driving, braking operation, and steering operation, according to the route highly evaluated by the traveling control ECU 1.

  Subsequently, each component of the travel control ECU 1 will be described. The travel control ECU 1 includes a route candidate generation unit 11, a host vehicle efficiency calculation unit 12, a surrounding vehicle efficiency calculation unit 13, a first route evaluation unit 14, and a travel control unit 15. Note that these components may be configured by introducing a program into a computer, or may be configured by individual hardware.

  The route candidate generation unit 11 is a route candidate generation unit that generates a route candidate of the host vehicle based on the host vehicle travel information acquired by the host vehicle information acquisition unit 2. The course candidate generation unit 11 inputs the host vehicle travel information output from the host vehicle information acquisition unit 2, and based on vehicle speed information, steering angle information, position information, and the like indicated in the host vehicle travel information, a plurality of course candidates. Is generated. Here, the course candidates generated by the course candidate generation unit 11 are course candidates based on a certain point in time after the predetermined time has elapsed (hereinafter referred to as “reference time”). The route candidate generation unit 11 may use the surrounding vehicle travel information acquired by the surrounding vehicle information acquisition unit 3 when generating the route candidate.

  The own vehicle efficiency calculation unit 12 is a second running efficiency calculation unit that calculates the running efficiency of the own vehicle with respect to the course candidate generated by the course candidate generation unit 11. The own vehicle efficiency calculation unit 12 calculates, for each route candidate generated by the route candidate generation unit 11, a travel distance that the host vehicle can travel within a safe range by a reference time based on the own vehicle travel information. . Further, the host vehicle efficiency calculation unit 12 calculates the travel efficiency of the host vehicle based on the calculated travel distance.

  The peripheral vehicle efficiency calculation unit 13 is a first travel efficiency calculation unit that calculates the travel efficiency of the surrounding vehicle with respect to the route candidate generated by the route candidate generation unit 11. The surrounding vehicle efficiency calculation unit 13 calculates, for each route candidate generated by the route candidate generation unit 11, a traveling distance that each surrounding vehicle can travel by a reference time within a safe range based on the surrounding vehicle traveling information. To do. Furthermore, the surrounding vehicle efficiency calculation part 13 calculates the driving efficiency of each surrounding vehicle based on the calculated driving distance. In addition, in the calculation of the travel distance, the surrounding vehicle efficiency calculation unit 13 may generate a route candidate for the surrounding vehicle, and perform weighting using a criterion such as safety based on the generated route candidate.

  The first course evaluation unit 14 is based on the traveling efficiency of the host vehicle calculated by the host vehicle efficiency calculation unit 12 and the traveling efficiency of the surrounding vehicles calculated by the surrounding vehicle efficiency calculation unit 13. It is a course evaluation means for evaluating. Here, the evaluation of the route candidates by the first route evaluation unit 14 includes a surrounding vehicle consideration route evaluation that is a route evaluation in consideration of surrounding vehicles, and a normal route evaluation that is a route evaluation in consideration of both the own vehicle and the surrounding vehicles. These are roughly divided into two types.

  More specifically, the first course evaluation unit 14 is acquired by the host vehicle traveling information acquired by the host vehicle information acquiring unit 2 and the surrounding vehicle information acquiring unit 3 in addition to the traveling efficiency of the host vehicle and the surrounding vehicles. One of the above two types of route evaluation is performed based on the surrounding vehicle travel information.

  That is, the first course evaluation unit 14 determines whether there is left / right turn information indicated in the host vehicle travel information and the surrounding vehicle travel information, in other words, the host vehicle travel information and the surrounding vehicle travel information acquired within a predetermined time. It is determined whether or not the right / left turn information is included. Further, when the first course evaluation unit 14 determines that the left and right turn information is included in either the host vehicle travel information or the surrounding vehicle travel information, the travel efficiency of the host vehicle with respect to the course candidate that is the target of the course evaluation is Then, it is determined whether or not the traveling efficiency of the host vehicle is equal to other course candidates. The determination of whether or not they are equivalent is made, for example, based on whether the difference between the traveling efficiencies to be compared is less than a predetermined threshold value or more than the threshold value.

  When the first course evaluation unit 14 determines that the traveling efficiency of the host vehicle with respect to the course candidate that is the target of the course evaluation is equal to the traveling efficiency of the host vehicle with respect to the other course candidates, Perform a course evaluation. On the other hand, the first course evaluation unit 14 determines that there is no right / left turn information in both the host vehicle travel information and the surrounding vehicle travel information, or the travel efficiency of the host vehicle with respect to the course candidate that is the target of the course evaluation. However, when it is determined that the traveling efficiency of the host vehicle is not equivalent to other course candidates, a normal course evaluation is performed.

  In the surrounding vehicle consideration route evaluation, the first route evaluation unit 14 evaluates a route candidate that increases the traveling efficiency of the surrounding vehicle as high as possible. Further, in the normal route evaluation, the first route evaluation unit 14 evaluates higher the route candidate that has higher overall traveling efficiency that combines the traveling efficiency of the host vehicle and the traveling efficiency of the surrounding vehicles. The degree of consideration of the traveling efficiency of the host vehicle and the traveling efficiency of surrounding vehicles in the normal course evaluation may be equal or may be appropriately weighted. Note that the first course evaluation unit 14 can also evaluate higher course candidates that increase the traveling efficiency of the host vehicle in the normal course evaluation.

  When the first route evaluation unit 14 evaluates each route candidate by the above-described surrounding vehicle consideration route evaluation or the normal route evaluation, the first route evaluation unit 14 calculates an evaluation value that is an evaluation result thereof.

  The travel control unit 15 is a travel control unit that performs travel control of the host vehicle so that the evaluation by the first course evaluation unit 14 becomes higher. More specifically, the travel control unit 15 sets a route candidate having a high evaluation value calculated by the first route evaluation unit 14 as a route candidate on which the host vehicle may travel. In addition, the travel control unit 15 generates a control signal indicating the set route candidate and outputs the control signal to the travel output unit 4 so that the travel output unit 4 causes the host vehicle to travel the route candidate. Control. As described above, the first course evaluation unit 14 is based on the traveling efficiency of the host vehicle calculated by the host vehicle efficiency calculating unit 12 and the traveling efficiency of the surrounding vehicles calculated by the surrounding vehicle efficiency calculating unit 13. The travel control is performed.

  The course candidate used for generation of the control signal by the travel control unit 15 may be, for example, a course candidate having the highest evaluation value, or a course candidate having the highest safety among course candidates whose evaluation value is equal to or greater than a predetermined value. Also good.

  Next, the operation of the vehicle travel control apparatus M having the above configuration will be described. FIG. 2 is a flowchart showing a processing procedure by the vehicle travel control apparatus M. The process shown in FIG. 2 is repeatedly executed by the traveling control ECU 1 at a predetermined cycle.

  First, the host vehicle travel information output from the host vehicle information acquisition unit 2 is input (S1). Moreover, the surrounding vehicle travel information output from the surrounding vehicle information acquisition part 3 is input (S2).

  Next, the course candidate generation unit 11 generates a plurality of course candidates (S3). Next, the traveling efficiency of the host vehicle for each course candidate is calculated by the host vehicle efficiency calculation unit 12 (S4). Further, the lane change estimating unit 13 calculates the traveling efficiency of the surrounding vehicles for each route candidate (S5).

  Next, each course candidate is evaluated by the first course evaluation unit 14 (S6; first course evaluation process). Then, traveling control is performed by the traveling control unit 15 (S7).

  The first course evaluation process in step S6 is performed for each course candidate according to the flowchart shown in FIG. First, it is determined whether or not there is left / right turn information indicated in the own vehicle travel information and the surrounding vehicle travel information (S61).

  If it is determined in step S61 that either the own vehicle traveling information or the surrounding vehicle traveling information includes the right / left turn information, the traveling efficiency of the own vehicle with respect to the route candidate that is the target of the route evaluation is that for the other route candidates. It is determined whether or not the traveling efficiency of the host vehicle is equal (S62).

  If it is determined in step S62 that the traveling efficiency of the host vehicle with respect to the route candidate subject to the route evaluation is equal to the traveling efficiency of the host vehicle with respect to the other route candidates, the surrounding vehicle consideration route evaluation is performed. (S63).

  As in the processing in steps S61 to S63, the traveling control unit 15 determines whether the right or left turn information of the own vehicle or the surrounding vehicle is acquired by either the own vehicle information acquisition unit 2 or the surrounding vehicle information acquisition unit 3. Travel control is performed so as to increase the travel efficiency of the vehicle.

  On the other hand, if it is determined in step S62 that the traveling efficiency of the host vehicle with respect to the route candidate that is the target of the route evaluation is not equal to the traveling efficiency of the host vehicle with respect to other route candidates, the normal route evaluation is performed. (S64).

  The traveling control of the host vehicle is performed by the vehicle traveling control device M through the series of processes described above.

  4-5 is explanatory drawing of the example of traveling control by the vehicle traveling control apparatus M. FIG. In the example shown in FIG. 4, the host vehicle 25 is about to enter a right turn at an intersection (T-junction). Further, since the oncoming vehicle 40 is traveling in the oncoming lane, the host vehicle 25 is waiting for a right turn. Further, the following vehicle 41 is traveling behind the host vehicle 25. In this case, three types of route candidates that the host vehicle 25 travels before stopping after waiting for a right turn are generated depending on the stop position in the width direction of the lane. In other words, a route candidate is generated that reaches each of the stop position 30 on the right side of the lane, the stop position 30B in the center of the lane, and the stop position 30C on the left side of the lane.

  Here, the travel distances to the stop positions 30, 30B, 30C are constant at each stop position, in other words, approximately equal, and therefore the travel efficiency of the host vehicle 25 for each course candidate is equal. In the example shown in FIG. 4, if the vehicle waits for a right turn at the stop position 30 on the right side, the succeeding vehicle 41 can pass the own vehicle 25, so that the traveling efficiency of the following vehicle 41 increases. Therefore, the course candidate corresponding to the stop position 30 is highly evaluated, and the host vehicle 25 is controlled to travel along the course candidate to the stop position 30 as indicated by the solid line.

  As described above, according to the vehicle travel control device M, it is possible to select a route in consideration of surrounding vehicles, such as securing a space on the left side where the following vehicle 41 can pass and waiting for a right turn, and smoothing the surrounding traffic. It becomes possible. Further, according to the vehicle travel control device M, the movement of the subsequent vehicle 41 with respect to each course candidate of the host vehicle 25 can be predicted, and the travel efficiency of the subsequent vehicle 41 with respect to the course candidate can be calculated from the distance that the subsequent vehicle 41 can travel. .

  In the example shown in FIG. 5, the host vehicle 25 is about to turn left at an intersection (T-junction). Further, the traveling lane of the host vehicle 25 is congested by the preceding vehicle 43. Further, the succeeding two-wheeled vehicle 45 is traveling behind the host vehicle 25. In this case, three types of route candidates for the host vehicle 25 waiting for a left turn are generated depending on the stop position in the width direction of the lane. In other words, route candidates corresponding to the stop position 30 in the center of the lane, the stop position 30D slightly to the left of the stop position 30, and the stop position 30E to the left of the lane are generated.

  Here, the travel distance to the stop positions 30, 30D, 30E is constant at each stop position, in other words, substantially equal, and therefore the travel efficiency of the host vehicle 25 for each course candidate is equal. In the example shown in FIG. 5, when the vehicle waits for a left turn at the stop position 30 in the center of the lane, the succeeding two-wheeled vehicle 45 can overtake the host vehicle 25, so that the traveling efficiency of the succeeding two-wheeled vehicle 45 is increased. Therefore, the course candidate corresponding to the stop position 30 is highly evaluated, and the host vehicle 25 is controlled to travel along the course candidate to the stop position 30 as indicated by the solid line.

  On the other hand, FIG. 6 is an explanatory diagram of a travel control example in the same example as FIG. 4 when the travel efficiency of surrounding vehicles is not considered. As shown in FIG. 6, when the travel efficiency of the following vehicle 41 is not taken into consideration, that is, when the course candidate is evaluated based only on the travel efficiency of the host vehicle 25 without being based on the travel efficiency of the subsequent vehicle 41, the stop position 30 , 30B, 30C corresponding to the respective route candidates have the same traveling efficiency, and as shown by the solid line, the host vehicle 25 may be controlled to wait for a right turn at the stop position 30B in the center of the lane. is there. In this case, the course of the following vehicle 41 is obstructed by the host vehicle 25 waiting for a right turn, and smoothing of the surrounding traffic becomes difficult.

  However, according to the vehicle travel control device M of the present embodiment, when the left and right turn information of the host vehicle 25 is acquired by the host vehicle information acquisition unit 2 or the surrounding vehicle information acquisition unit 3, the travel control unit 15 performs the following vehicle. Travel control is performed so that the travel efficiency of 41 and the following two-wheeled vehicle 45 increases. Therefore, when the host vehicle 25 makes a right or left turn, the traveling of the subsequent vehicle 41 or the subsequent two-wheeled vehicle 45 can be facilitated without unnecessarily hindering. Therefore, it is possible to smooth the surrounding traffic.

  Moreover, according to the vehicle travel control device M, the travel control unit 15 performs travel control so that the evaluation by the first course evaluation unit 14 is high. Here, since the route candidates that are highly evaluated by the first route evaluation unit 14 are those that have high traveling efficiency of the following vehicle 41 and the following two-wheeled vehicle 45, consideration is given to the traveling efficiency of the following vehicle 41 and the following two-wheeled vehicle 45. It is further enhanced.

  Further, according to the vehicle travel control device M, when the traveling efficiency of the host vehicle 25 for each route candidate is equal, the route candidate that increases the traveling efficiency of the surrounding vehicle is evaluated higher. For example, when the traveling efficiency of the own vehicle 25 for each course candidate is not equal and there is a course candidate in which the traveling efficiency of the host vehicle 25 is superior to others, this course candidate can be highly evaluated. Thus, since the traveling efficiency of the host vehicle 25 and the traveling efficiency of the surrounding vehicles are considered in a well-balanced manner, it is possible to further smooth the surrounding traffic.

(Second Embodiment)
FIG. 7 is a block diagram illustrating a functional configuration of the vehicle travel control apparatus according to the second embodiment. The vehicle travel control device Ma shown in FIG. 7 differs from the vehicle travel control device M of the first embodiment shown in FIG. 1 in the following points. That is, the travel control ECU 1a of the vehicle travel control device Ma includes a virtual mobile body setting unit (virtual mobile body setting means) 16 that sets a virtual mobile body that can exist around the host vehicle. Further, the travel control ECU 1a replaces the peripheral vehicle efficiency calculation unit 13 of the travel control ECU 1 of the vehicle travel control apparatus M with a peripheral vehicle efficiency calculation unit (movement efficiency calculation means) 13a that calculates the movement efficiency of the virtual moving body. It has. Furthermore, the travel control ECU 1a includes a second route evaluation unit 14a that performs route evaluation in consideration of the virtual moving body instead of the first route evaluation unit 14 of the travel control ECU 1.

  The virtual moving body setting unit 16 estimates that there is a high possibility of existence based on the own vehicle traveling information acquired by the own vehicle information acquiring unit 2 and the surrounding vehicle traveling information acquired by the surrounding vehicle information acquiring unit 3. The virtual moving body is set at the position to be set.

  The peripheral vehicle efficiency calculation unit 13a calculates the driving efficiency of the peripheral vehicle for the route candidate generated by the route candidate generation unit 11. More specifically, the peripheral vehicle efficiency calculation unit 13a is based on the peripheral vehicle travel information for each route candidate generated by the route candidate generation unit 11, as with the peripheral vehicle efficiency calculation unit 13 of the first embodiment. Thus, the distance that each surrounding vehicle can travel within the safe range by the reference time is calculated. Furthermore, the peripheral vehicle efficiency calculation unit 13a moves the virtual moving body set by the virtual moving body setting unit 16 within a safe range by the reference time with respect to each route candidate generated by the route candidate generating unit 11. Calculate the distance traveled. The second course evaluation unit 14a will be described in the following operation description.

  The processing procedure of the vehicle travel control device Ma shown in FIGS. 8 and 9 is different from the processing procedure of the vehicle travel control device M shown in FIGS. 2 and 3 in the following points. That is, following step S3, a virtual moving body is set by the virtual moving body setting unit 16 (S10). Further, following step S5, the moving efficiency of the virtual moving body is calculated by the efficiency calculating unit 13a of the surrounding vehicle (S11). Further, each route candidate is evaluated by the second route evaluation unit 14a (S6a; second route evaluation process).

  In the second course evaluation process in step S6a, it is determined in step S62 that the traveling efficiency of the host vehicle with respect to the course candidate targeted for the course evaluation is equivalent to the traveling efficiency of the host vehicle with respect to other course candidates. If so, a consideration route evaluation for surrounding vehicles and the like is performed (S63a). In this route evaluation in consideration of surrounding vehicles and the like, a route candidate with higher overall traveling efficiency that combines the moving efficiency of the virtual moving body and the traveling efficiency of the surrounding vehicles is evaluated higher. The degree of consideration of the moving efficiency of the virtual moving body and the traveling efficiency of the surrounding vehicles in the consideration course evaluation of surrounding vehicles may be equal or may be appropriately weighted.

  FIG. 10 is an explanatory diagram of a travel control example by the vehicle travel control device Ma. In the example shown in FIG. 10, the host vehicle 25 is about to turn left at an intersection (T-junction). Further, the traveling lane of the host vehicle 25 is congested by the preceding vehicle 43. Here, it is assumed that the following two-wheel vehicle is traveling far behind the host vehicle 25. However, since the distance from the host vehicle 25 to the succeeding two-wheeled vehicle is long, information on the succeeding two-wheeled vehicle is not acquired by the surrounding vehicle information acquiring unit 3. In this case, the virtual succeeding two-wheeled vehicle 46 is set by the virtual moving body setting unit 16. Further, as in the example shown in FIG. 5, route candidates corresponding to the stop position 30 in the center of the lane, the stop position 30D slightly left of the stop position 30 and the stop position 30E left of the lane are generated. .

  Here, the travel distance to the stop positions 30, 30D, 30E is constant at each stop position, in other words, substantially equal, and therefore the travel efficiency of the host vehicle 25 for each course candidate is equal. In the example shown in FIG. 10, if the vehicle waits for a left turn at the stop position 30 on the right side, the virtual succeeding two-wheeled vehicle 46 can pass the host vehicle 25, so that the moving efficiency of the virtual succeeding two-wheeled vehicle 46 is increased. Therefore, the course candidate corresponding to the stop position 30 is highly evaluated, and the host vehicle 25 is controlled to travel along the course candidate to the stop position 30 as indicated by the solid line.

  As described above, according to the vehicle travel control device Ma of the present embodiment, when it is difficult to detect the surrounding vehicle, for example, the vehicle is traveling far behind the host vehicle or the blind spot area of the following vehicle, and the surrounding vehicle information acquisition unit 3 Then, even if there is a subsequent two-wheeled vehicle that is not detected, the virtual moving body setting unit 16 sets the virtual subsequent two-wheeled vehicle 46 corresponding to the peripheral vehicle that is not detected. And since the traveling control is performed by the traveling control unit 15 so that the movement efficiency of the virtual succeeding two-wheeled vehicle 46 is increased, smoothing of surrounding traffic in consideration of surrounding vehicles that are difficult to detect can be achieved.

  On the other hand, FIG. 11 is an explanatory diagram of an example of travel control in the same example as FIG. 10 when only the detected surrounding vehicles are considered. As shown in FIG. 11, when the moving efficiency of the virtual succeeding two-wheel vehicle 46 is not taken into consideration, that is, based on the traveling efficiency of the own vehicle 25 and the surrounding vehicles without evaluating the moving efficiency of the virtual succeeding two-wheeled vehicle 46, the route candidate is evaluated. In this case, since the traveling efficiency of the respective route candidates corresponding to the stop positions 30, 30D, and 30E is the same, the host vehicle 25 may be controlled to wait for a left turn at the stop position 30E on the left side of the lane. . In this case, the course of the succeeding two-wheeled vehicle traveling far rearward is obstructed by the host vehicle 25 waiting for a left turn, and smoothing of surrounding traffic becomes difficult.

(Third embodiment)
FIG. 12 is a block diagram illustrating a functional configuration of the vehicle travel control apparatus according to the third embodiment. The vehicle travel control device Mb shown in FIG. 12 differs from the vehicle travel control device M of the first embodiment shown in FIG. 1 in the following points. That is, the travel control ECU 1b of the vehicle travel control device Mb replaces the first route evaluation unit 14 of the travel control ECU 1 of the vehicle travel control device M with the course evaluation considering the surrounding vehicles when the travel efficiency of the host vehicle is low. A third course evaluation unit 14b is provided. The third course evaluation unit 14b will be described in the following operation description.

  The processing procedure of the vehicle travel control device Mb shown in FIGS. 13 and 14 differs from the processing procedure of the vehicle travel control device M shown in FIGS. 2 and 3 in the following points. That is, following step S5, each course candidate is evaluated by the third course evaluation unit 14b (S6b; third course evaluation process). In the third course evaluation process in step S6b, if it is determined in step S61 that either the own vehicle travel information or the surrounding vehicle travel information includes right / left turn information, the self-evaluation for the course candidate that is the target of the course evaluation is performed. It is determined whether the running efficiency of the vehicle is equal to or less than a predetermined threshold value set in advance (S62b).

  If it is determined in step S62b that the traveling efficiency of the host vehicle with respect to the route candidate that is the subject of the route evaluation is equal to or less than a predetermined threshold value, the surrounding vehicle consideration route evaluation is performed (S63). If it is determined in step S62b that the traveling efficiency of the host vehicle with respect to the route candidate that is the subject of the route evaluation is not less than the predetermined threshold, that is, greater than the predetermined threshold, normal route evaluation is performed. (S64).

  FIG. 15 is an explanatory diagram of an example of traveling control by the vehicle traveling control apparatus Mb. In the example shown in FIG. 15, the traveling lane of the host vehicle 25 is congested by the preceding vehicle 43. The oncoming vehicle 40 is going to enter the parking area P by crossing the traveling lane of the host vehicle 25 to the right from the oncoming lane. In this case, as a course candidate that the host vehicle 25 travels, a course candidate that stops at the stop position 30 before the entrance of the parking area P, and a stop position 30A immediately after the preceding vehicle 43 that travels to the vicinity of the entrance of the parking area P. A candidate route that stops at is generated.

  Here, since the host vehicle 25 can only travel to the stop position 30A at the maximum, the travel distance to the stop positions 30 and 30A is not more than a predetermined value. Therefore, the traveling efficiency of the host vehicle 25 for each course candidate is equal to or less than a predetermined threshold. In the example shown in FIG. 15, if the oncoming vehicle 40 can enter the parking area P if it stops at the stop position 30, the traveling efficiency of the oncoming vehicle 40 increases. Therefore, the course candidate corresponding to the stop position 30 is highly evaluated, and the host vehicle 25 is controlled to travel along the course candidate to the stop position 30 as indicated by the solid line.

  As described above, according to the vehicle travel control apparatus Mb of the present embodiment, when the travel efficiency of the host vehicle 25 is low, travel control is performed so that the travel efficiency of the oncoming vehicle 40 is increased. Therefore, it can be smoothed without unnecessarily obstructing the right turn crossing of the oncoming vehicle 40, and the surrounding traffic can be smoothed.

  On the other hand, FIG. 16 is an explanatory diagram of a travel control example in the same example as FIG. 15 when the travel efficiency of surrounding vehicles is not considered. As shown in FIG. 16, when the traveling efficiency of the oncoming vehicle 40 is not taken into consideration, that is, when the course candidate is evaluated based only on the traveling efficiency of the host vehicle 25 without being based on the traveling efficiency of the oncoming vehicle 40, this corresponds to 30A. Since the route candidate has a slightly higher traveling efficiency than the route candidate corresponding to the stop position 30, the host vehicle 25 may be controlled to enter the stop position 30 </ b> A immediately after the preceding vehicle 43. In this case, the course of the oncoming vehicle 40 is obstructed by the host vehicle 25, and smoothing of the surrounding traffic becomes difficult.

(Fourth embodiment)
FIG. 17 is a block diagram illustrating a functional configuration of the vehicle travel control device according to the fourth embodiment. The vehicle travel control device Mc shown in FIG. 17 differs from the vehicle travel control device M of the first embodiment shown in FIG. 1 in the following points. That is, the travel control ECU 1c of the vehicle travel control device Mc replaces the route candidate generation unit 11 of the travel control ECU 1 of the vehicle travel control device M with a long-term host vehicle candidate generation unit 11c that generates a long-term track candidate for the host vehicle. have. In addition, the travel control ECU 1c has a long-term host vehicle efficiency calculation unit 12c that calculates a long-term travel efficiency of the host vehicle, instead of the host vehicle efficiency calculation unit 12 of the travel control ECU 1. Further, the travel control ECU 1c includes a fourth route evaluation unit 14c that performs a route evaluation in consideration of long-term travel efficiency of the host vehicle, instead of the first route evaluation unit 14 of the travel control ECU 1.

  The long-term host vehicle candidate generation unit 11c is a route candidate generation unit that generates a route candidate of the host vehicle based on the host vehicle travel information acquired by the host vehicle information acquisition unit 2. The long-term host vehicle candidate generation unit 11c receives the host vehicle travel information output from the host vehicle information acquisition unit 2, and based on vehicle speed information, steering angle information, position information, and the like indicated in the host vehicle travel information, A candidate for a course is generated. Here, the long-term vehicle candidate generation unit 11c generates a route candidate (hereinafter also referred to as a “long-term route candidate”) with a time point at which the final speed of all the route candidates is equal to or less than a predetermined set value as a reference time. .

  The long-term own vehicle efficiency calculation unit 12c calculates the second running efficiency calculation that calculates the running efficiency of the own vehicle (hereinafter also referred to as “long-term own-vehicle running efficiency”) with respect to the long-term course candidate generated by the long-term own-vehicle candidate generation unit 11c. Means. The long-term host vehicle efficiency calculation unit 12c travels, for each long-term course candidate generated by the long-term host vehicle candidate generation unit 11c, so that the host vehicle can travel by a reference time within a safe range based on the host vehicle travel information. Calculate the distance. Furthermore, the long-term host vehicle efficiency calculation unit 12c calculates the long-term host vehicle travel efficiency based on the calculated travel distance. In other words, the long-term host vehicle efficiency calculation unit 12c calculates the traveling efficiency of the host vehicle based on the time point when the vehicle speed of the host vehicle is equal to or lower than the set value. The fourth course evaluation unit 14c will be described in the following operation description.

  The processing procedure of the vehicle travel control device Mc shown in FIGS. 18 and 19 differs from the processing procedure of the vehicle travel control device M shown in FIGS. 2 and 3 in the following points. That is, following step S2, processing of step S3c is performed instead of step S3 shown in FIG. Here, a plurality of long-term course candidates are generated by the long-term host vehicle candidate generation unit 11c (S3c). Next, instead of step S4 shown in FIG. 2, a process of step S4c is performed. Here, the traveling efficiency of the host vehicle for each long-term course candidate is calculated by the long-term host vehicle efficiency calculation unit 12c (S4c).

  Further, following step S5, the fourth course evaluation unit 14c evaluates each long-term course candidate (S6c; fourth course evaluation process). In the fourth course evaluation process in step S6c, if it is determined in step S61 that there is left / right turn information in either the host vehicle travel information or the surrounding vehicle travel information, the long-term course candidate that is the target of the course evaluation is selected. It is determined whether the traveling efficiency of the host vehicle is equal to the traveling efficiency of the host vehicle for other long-term course candidates (S62c).

  If it is determined in step S62c that the traveling efficiency of the host vehicle with respect to the long-term course candidate subject to the course evaluation is equal to the traveling efficiency of the host vehicle with respect to other long-term course candidates, the surrounding vehicle-conscious course evaluation is performed. Performed (S63). Further, when it is determined in step S62c that the traveling efficiency of the host vehicle with respect to the long-term course candidate that is the target of the course evaluation is not equal to the traveling efficiency of the host vehicle with respect to other long-term course candidates, the normal course evaluation is performed. Performed (S64).

  FIG. 20 is an explanatory diagram of a travel control example by the vehicle travel control device Mc, and FIG. 21 is an explanatory diagram of long-term host vehicle travel efficiency. In the example illustrated in FIG. 20, the traveling lane of the host vehicle 25 is congested by the preceding vehicle 43 as in the example illustrated in FIG. 15. The oncoming vehicle 40 is going to enter the parking area P by crossing the traveling lane of the host vehicle 25 to the right from the oncoming lane. In this case, as a course candidate to which the host vehicle 25 travels, a course candidate that stops at the stop position 30 before the entrance of the parking area P, and a stop position 30F immediately after the preceding vehicle 43 that travels to the vicinity of the entrance of the parking area P. A candidate route that stops at is generated.

  The horizontal axis in the diagram shown in FIG. 21 is the reference time for the traveling efficiency of the host vehicle, and the vertical axis is the traveling efficiency of the host vehicle. In the above case, as shown in FIG. 21, the route candidate C1 corresponding to the stop position 30F has the traveling efficiency E1 at the short-term reference time t1, and the traveling efficiency is higher than the route candidate C2 corresponding to the stop position 30. On the other hand, in the course candidate C2 corresponding to the stop position 30, the host vehicle 25 can move forward at the reference time t2 corresponding to the time point when the oncoming vehicle 40 in FIG. Efficiency begins to increase. Then, at the reference time t3 corresponding to the time point when the host vehicle 25 traveling on the route candidate C2 reaches the stop position 30F, the host vehicle 25 cannot advance any further in both the route candidate C1 and the route candidate C2. Therefore, the vehicle speed becomes 0, and the traveling efficiency does not increase and becomes a constant value.

  Therefore, the long-term host vehicle traveling efficiency EL for the route candidate C1 and the route candidate C2 at the reference time t4 longer than the reference time t3 is both the traveling efficiency E2 and equal. In the example shown in FIG. 20, if the oncoming vehicle 40 can enter the parking area P if it stops at the stop position 30, the traveling efficiency of the oncoming vehicle 40 increases. Therefore, the course candidate corresponding to the stop position 30 is highly evaluated, and the host vehicle 25 is controlled to travel along the course candidate to the stop position 30 as indicated by the solid line.

  In this way, as the time point when the vehicle speed of the host vehicle 25 becomes equal to or lower than the set value, traffic congestion in the lane in which the host vehicle 25 travels, waiting for a signal, and the like are conceivable. In this case, even if the route candidate has high driving efficiency in the short term, the vehicle speed will eventually have to be reduced due to traffic jams or waiting for traffic lights, so in the long term it will be equivalent to other route candidates. It is done. According to the vehicle travel control device Mc of the present embodiment, the long-term host vehicle travel efficiency EL is calculated on the basis of the time point t4 when the vehicle speed of the host vehicle 25 is equal to or lower than the set value. Evaluation is possible.

(Fifth embodiment)
FIG. 22 is a block diagram illustrating a functional configuration of the vehicle travel control apparatus according to the fifth embodiment. The vehicle travel control device Md shown in FIG. 22 differs from the vehicle travel control device M of the first embodiment shown in FIG. 1 in the following points. That is, the travel control ECU 1d of the vehicle travel control apparatus Md has an event extraction unit 17 that extracts events that can occur in the route candidates generated by the route candidate generation unit 11. The traveling control ECU 1d calculates the traveling efficiency of the host vehicle based on the event extracted by the event extracting unit 17 instead of the host vehicle efficiency calculating unit 12 of the traveling control ECU 1 of the vehicle traveling control device M. An event efficiency calculation unit 12d is provided. Furthermore, the travel control ECU 1d has a fifth course evaluation unit 14d that performs course evaluation in consideration of an event, instead of the first course evaluation unit 14 of the travel control ECU 1.

  The event extraction unit 17 extracts an event that can occur in each course candidate for each course candidate generated by the course candidate generation unit 11. More specifically, the event extraction unit 17 extracts an event based on the own vehicle travel information acquired by the own vehicle information acquisition unit 2 and the surrounding vehicle travel information acquired by the surrounding vehicle information acquisition unit 3. To do. Here, the “event” is an event that can affect the traveling efficiency of the host vehicle, in other words, an event that can affect the vehicle speed, the traveling direction, or the like of the host vehicle. Specifically, for example, passing an intersection or passing a preceding vehicle corresponds to an event.

  The long-term host vehicle event efficiency calculation unit 12d performs the driving efficiency of the host vehicle based on the event extracted by the event extraction unit 17 (hereinafter referred to as “long-term host vehicle event”) for each course candidate generated by the course candidate generation unit 11. This is a second traveling efficiency calculating means for calculating "running efficiency". The long-term host vehicle event efficiency calculation unit 12d calculates, for each course candidate generated by the course candidate generation unit 11, a travel distance that the host vehicle can travel by a reference time within a safe range based on the host vehicle travel information. Calculate. Furthermore, the long-term host vehicle event efficiency calculation unit 12d calculates the long-term host vehicle event travel efficiency based on the calculated travel distance. Here, in the calculation of the long-term host vehicle event efficiency, the long-term host vehicle event efficiency calculation unit 12d calculates the long-term host vehicle event efficiency in each course candidate within the predetermined period when no event occurs after the predetermined period. Equal (constant). The fifth course evaluation unit 14d will be described in the following operation description.

  The processing procedure of the vehicle travel control device Md shown in FIGS. 23 and 24 is different from the processing procedure of the vehicle travel control device M shown in FIGS. 2 and 3 in the following points. That is, following step S3, events are extracted by the event extraction unit 17 (S13). Further, following step S13, the process of step S4d is performed instead of step S4 shown in FIG. Here, the long-term host vehicle event efficiency calculation unit 12d calculates the long-term host vehicle event travel efficiency (S4d).

  Further, following step S5, each of the course candidates is evaluated by the fifth course evaluation unit 14d (S6d; fifth course evaluation process). In the fifth course evaluation process in step S6d, if it is determined in step S61 that there is left / right turn information in either the host vehicle travel information or the surrounding vehicle travel information, the long-term for the course candidate that is the target of the course evaluation is It is determined whether the host vehicle event travel efficiency is equal to the long-term host vehicle event travel efficiency for other course candidates (S62d).

  In step S62d, when it is determined that the long-term host vehicle event travel efficiency for the route candidate that is the target of the route evaluation is equivalent to the long-term host vehicle event travel efficiency for other route candidates, the surrounding vehicle-conscious track evaluation is performed. Performed (S63). Further, when it is determined in step S62d that the long-term host vehicle event travel efficiency for the route candidate that is the target of the course evaluation is not equivalent to the long-term host vehicle event travel efficiency for other course candidates, the normal course evaluation is performed. Performed (S64).

  Usually, when an event does not occur, it is considered that the traveling efficiency during the event does not differ greatly between the respective route candidates. According to the vehicle travel control apparatus Md of the present embodiment, the travel efficiency of the host vehicle (long-term host vehicle event travel efficiency) is calculated based on events that can occur in the course candidates, so that no event occurs (see FIG. 25). It is possible to simplify the calculation of the traveling efficiency in the event non-occurrence section L), and to calculate the long-term traveling efficiency with a small amount of calculation.

(Sixth embodiment)
FIG. 26 is a block diagram illustrating a functional configuration of the vehicle travel control apparatus according to the sixth embodiment. The vehicle travel control device Me shown in FIG. 26 differs from the vehicle travel control device M of the first embodiment shown in FIG. 1 in the following points. That is, the travel control ECU 1e of the vehicle travel control device Me has a long-term efficiency database 18 that stores the past travel state of the host vehicle and the travel efficiency of the host vehicle up to the travel state. The travel control ECU 1e calculates the travel efficiency of the host vehicle using the travel state stored in the long-term efficiency database 18 instead of the host vehicle efficiency calculation unit 12 of the travel control ECU 1 of the vehicle travel control apparatus M. A vehicle state efficiency calculation unit 12e is provided. Further, the travel control ECU 1e has a sixth course evaluation unit 14e that performs course evaluation based on the travel efficiency calculated by the long-term host vehicle state efficiency computation unit 12e, instead of the first course evaluation unit 14 of the travel control ECU 1. doing.

  FIG. 29A is a diagram illustrating the traveling state of the host vehicle after a predetermined period in a certain course candidate, and FIG. 29B is a diagram illustrating the past traveling state and traveling efficiency of the host vehicle stored in the long-term efficiency database 18. FIG. As shown in FIG. 29 (b), the long-term efficiency database 18 stores a plurality of past traveling states and a plurality of traveling efficiencies corresponding to the traveling state until the traveling state is reached. Data D1 to Dn are stored.

  The long-term host vehicle state efficiency calculation unit 12e collates the traveling state stored in the long-term efficiency database 18 with the traveling state of the host vehicle in the course candidate, thereby determining the traveling efficiency of the own vehicle (hereinafter referred to as “long-term host vehicle state”). This is a second traveling efficiency calculating means for calculating "running efficiency". The long-term host vehicle state efficiency calculation unit 12e is a host vehicle after a predetermined period in each of the route candidates generated by the route candidate generation unit 11 from the running state indicated by the plurality of data D1 to Dn stored in the long-term efficiency database 18. The matching data is extracted by collating with the running state. Furthermore, the long-term host vehicle state efficiency calculation unit 12e calculates the long-term host vehicle state travel efficiency using the long-term state travel efficiency indicated in the extracted data. Note that the extraction of data by the long-term host vehicle state efficiency calculation unit 12e is not limited to perfect matching, and may be based on the matching degree being a predetermined value or more. The sixth course evaluation unit 14e will be described in the following operation description.

  The processing procedure of the vehicle travel control device Me shown in FIGS. 27 and 28 differs from the processing procedure of the vehicle travel control device M shown in FIGS. 2 and 3 in the following points. That is, following step S3, the process of step S4e is performed instead of step S4 shown in FIG. Here, the long-term host vehicle state efficiency calculation unit 12e calculates the long-term host vehicle state travel efficiency (S4e).

  In the calculation of the long-term host vehicle state running efficiency in step S4e, the running state shown in FIG. 29A in which the host vehicle 25 is running behind the preceding vehicle 43 on the straight path, and FIG. 29B is shown. Since the traveling state indicated in the data D1 matches by collation, the data D1 is extracted. Further, the long-term host vehicle state traveling efficiency is calculated using the traveling efficiency “11.5” shown in the data D1.

  Further, following step S5, each route candidate is evaluated by the sixth route evaluation unit 14e (S6e; sixth route evaluation processing). In the sixth course evaluation process in step S6e, if it is determined in step S61 that there is left / right turn information in either the host vehicle travel information or the surrounding vehicle travel information, the long-term for the course candidate that is the target of the course evaluation is It is determined whether the host vehicle state travel efficiency is equal to the long-term host vehicle state travel efficiency for other course candidates (S62e).

  If it is determined in step S62e that the long-term host vehicle state driving efficiency for the route candidate that is the target of the route evaluation is equivalent to the long-term host vehicle state driving efficiency for other route candidates, the surrounding vehicle-considered route evaluation is performed. Performed (S63). In step S62e, when it is determined that the long-term host vehicle state running efficiency for the candidate route that is the target of the course evaluation is not equal to the long-term host vehicle state running efficiency for the other course candidates, the normal course evaluation is performed. Performed (S64).

  According to the vehicle travel control device Me of the present embodiment, since the long-term host vehicle state travel efficiency is calculated from the past travel state collated with the travel state of the host vehicle 25, the amount of travel efficiency calculation can be reduced. It becomes possible.

  As mentioned above, although embodiment of this invention was explained in full detail, this invention is not limited to the said embodiment. For example, in the above-described embodiment, the route evaluation units 14, 14a, 14b, 14c, 14d, and 14e calculate the traveling efficiency of the own vehicle calculated by the own vehicle efficiency calculating units 12, 12c, 12d, and 12e and the surrounding vehicle efficiency calculation. Although the case where the course candidate of the own vehicle is evaluated based on the traveling efficiency of the surrounding vehicle calculated by the unit 13 and the efficiency calculating unit 13a of the surrounding vehicle has been described, only the traveling efficiency of the surrounding vehicle is Course candidates may be evaluated.

  Furthermore, the traveling control unit 15 may perform the traveling control based only on the traveling efficiency of the surrounding vehicles without using the evaluation values calculated by the route evaluation units 14, 14a, 14b, 14c, 14d, and 14e. .

  2 ... Own vehicle information acquisition unit (travel information acquisition unit), 3 ... Surrounding vehicle information acquisition unit (travel information acquisition unit), 11 ... Course candidate generation unit (course candidate generation unit), 12 ... Own vehicle efficiency calculation unit (first 2 traveling efficiency calculation means), 12c... Long-term host vehicle efficiency calculation section (second traveling efficiency calculation means), 12d... Long-term host vehicle event efficiency calculation section (second traveling efficiency calculation means), 12e. Part (second travel efficiency calculation means), 13 ... peripheral vehicle efficiency calculation part (first travel efficiency calculation means), 13a ... peripheral vehicle efficiency calculation part (movement efficiency calculation means), 14 ... first route evaluation part (route) Evaluation means), 14a ... Second course evaluation section (course evaluation means), 14b ... Third course evaluation section (course evaluation means), 14c ... Fourth course evaluation section (course evaluation means), 14d ... Fifth course evaluation section (Course evaluation means), 14e ... 6th course evaluation Part (course evaluation means), 15 ... running control part (running control means), 16 ... virtual moving body setting part (virtual moving body setting means), 18 ... long-term efficiency database, 25 ... own vehicle, 40 ... oncoming vehicle (periphery) Vehicle), 41 ... following vehicle (peripheral vehicle), 43 ... preceding vehicle (peripheral vehicle), 45 ... succeeding two-wheel vehicle (peripheral vehicle), 46 ... virtual succeeding two-wheel vehicle (virtual moving body), M, Ma, Mb, Mc , Md, Me: Vehicle travel control device.

Claims (7)

Travel information acquisition means for acquiring travel information of the host vehicle and surrounding vehicles;
Based on the travel information of the host vehicle acquired by the travel information acquisition unit, a route candidate generation unit that generates a plurality of track candidates of the host vehicle with respect to a reference time that is a time point after a predetermined time has elapsed ;
Against each of the plurality of route candidates generated by the route candidate generating unit, first calculates the traveling efficiency of the peripheral vehicle on the basis of the travel distance the peripheral vehicle can travel up to the reference time in a safe range 1 running efficiency calculation means;
Travel control means for performing travel control of the host vehicle based on the travel efficiency of the surrounding vehicle calculated by the first travel efficiency calculation means;
The travel control means performs travel control so that the travel efficiency of the surrounding vehicles is increased when the left or right turn information of the host vehicle or the surrounding vehicles is acquired by the travel information acquiring means. Travel control device. Virtual moving body setting means for setting a virtual moving body that may exist around the host vehicle;
A movement efficiency calculation means for calculating the movement efficiency of the virtual moving body for each of the path candidates generated by the path candidate generation means,
The vehicle travel control device according to claim 1, wherein the travel control means performs travel control so that the movement efficiency of the virtual moving body is increased. A course evaluation means for evaluating a course candidate of the host vehicle based on the running efficiency of the surrounding vehicle calculated by the first running efficiency calculation means;
The route evaluation means evaluates higher the route candidate that increases the traveling efficiency of the surrounding vehicle when the left or right turn information of the host vehicle or the surrounding vehicle is acquired by the traveling information acquisition means,
3. The vehicle travel control device according to claim 1, wherein the travel control unit performs travel control to travel on a route candidate that is highly evaluated by the route evaluation unit. Against each route candidate generated by the route candidate generating unit, said second driving efficiency for calculating the running efficiency of the vehicle based on the travel distance which the vehicle can travels up the reference time in a safe range Computation means,
4. The route evaluation unit according to claim 3, wherein when the traveling efficiency for each of the route candidates calculated by the second traveling efficiency calculating unit is equal, the route evaluation unit evaluates the route candidate with a higher traveling efficiency of the surrounding vehicle. Vehicle travel control device.   5. The vehicle travel control device according to claim 4, wherein the second travel efficiency calculation means calculates the travel efficiency of the host vehicle based on a point in time when the vehicle speed of the host vehicle becomes a set value or less.   The vehicle travel control device according to claim 4 or 5, wherein the second travel efficiency calculation means calculates the travel efficiency of the host vehicle based on an event that may occur in the course candidate. A database that stores the past traveling state of the host vehicle and the traveling efficiency of the host vehicle up to the traveling state;
The second traveling efficiency calculation means calculates the traveling efficiency of the host vehicle by comparing the traveling state stored in the database with the traveling state of the host vehicle in the route candidate. The vehicle travel control device according to claim 1.

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