JP6252007B2 - Convoy travel control device, convoy travel control method, travel control device - Google Patents

Description

The present invention row running control apparatus, the Corps train running control method, a driving control device.

  In the prior art described in Patent Document 1, when carrying out platooning, an identification number ID is assigned in order from the leading vehicle via inter-vehicle communication, and the running of each vehicle is controlled according to the assigned identification number ID. And it is proposed to make the following vehicle follow the leading vehicle.

Japanese Patent Laid-Open No. 9-81899

When a plurality of vehicles on the same lane form a lane and travel, if any vehicle in the lane leaves due to a lane change, it is desirable that the following vehicle swiftly close the space. However, even after the lane change for leaving is completed, for example, the following vehicle may detect the leaving vehicle by the radar device, and it is difficult to accurately determine the timing when the leaving is completed. Therefore, even after the departure is completed, the following vehicle accelerates / decelerates according to the acceleration / deceleration of the leaving vehicle, or conversely, the subsequent vehicle accelerates to close the space even though the departure is not completed. May be disturbed.
An object of the present invention is to maintain good platooning even when vehicles in a platoon leave due to a lane change.

The platooning control apparatus according to one aspect of the present invention controls the acceleration / deceleration of the host vehicle in order to follow the preceding vehicle when traveling in a platoon with a plurality of vehicles on the same lane. When it is determined that another vehicle in the platoon leaves the platoon due to a lane change, fluctuations in acceleration / deceleration are suppressed when the host vehicle is positioned behind the detachment position. Further, when the inter-vehicle distance from the preceding vehicle is detected and a discontinuity in the inter-vehicle distance is detected, it is determined that the preceding vehicle is leaving. In addition, the target inter-vehicle time for the preceding vehicle is set, and the inter-vehicle distance detected by the inter-vehicle distance detection unit is set as the target inter-vehicle distance when it is determined by the departure determination unit that another vehicle in the platoon will leave. In order to realize the target inter-vehicle time, the inter-vehicle time control is performed by controlling the acceleration / deceleration of the own vehicle, and in order to realize the target inter-vehicle distance, the inter-vehicle distance control is performed by controlling the acceleration / deceleration of the own vehicle. Do. When it is determined that the other vehicle in the platoon is leaving while the inter-vehicle time control is being performed, instead of the inter-vehicle time control until a predetermined time elapses after it is determined that the other vehicle in the platoon has left. The inter-vehicle distance control is performed.

  According to the present invention, if it is determined that another vehicle in the platoon is to leave the platoon due to a lane change, fluctuations in acceleration / deceleration are suppressed when the vehicle is positioned behind the detachment position. Even if there is, the disruption of the formation can be suppressed. In other words, it is possible to prevent the following vehicle from accelerating or decelerating according to the acceleration / deceleration of the leaving vehicle even after the departure is completed, or conversely the acceleration of the following vehicle to close the space even when the departure is not completed. , Can maintain good platooning.

It is a schematic block diagram which shows a convoy travel control apparatus. It is a flowchart which shows a convoy travel control process. It is a flowchart which shows the acceleration / deceleration command value correction process of 1st Embodiment. It is a figure explaining separation from a formation. It is a figure in which a succeeding vehicle detects a leaving vehicle even after leaving. It is a figure in which a succeeding vehicle detects a preceding vehicle before completion of leaving. It is a time chart which shows operation | movement when detecting a preceding vehicle before completion | finish of detachment | leave. It is a time chart which shows operation | movement of a detection flag. It is a flowchart which shows the acceleration / deceleration command value correction process of 2nd Embodiment. It is a flowchart which shows the acceleration / deceleration command value correction | amendment process of 3rd Embodiment. It is a time chart which shows operation | movement when detecting a preceding vehicle before completion | finish of detachment | leave. It is a flowchart which shows the convoy travel control process of 4th Embodiment. It is a flowchart which shows a control switching determination process. It is a flowchart which shows the formation process of 5th Embodiment. It is a flowchart which shows the leaving determination process of 6th Embodiment.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
<< First Embodiment >>
"Constitution"
ACC (Adaptive Cruise Control) and CACC (Cooperative Adaptive Cruise Control) are technologies that control the running of the vehicle according to the relative relationship with the preceding vehicle in order to run in a row with multiple vehicles on the same lane. ) Etc. First, ACC is a system that uses a radar mounted in front of a vehicle to maintain a constant distance between the vehicle traveling ahead and warns the driver as necessary. On the other hand, CACC is a system that performs more precise travel control by sharing acceleration / deceleration information of other vehicles through inter-vehicle communication, and travels at a shorter inter-vehicle distance than ACC and hunting (inter-vehicle) Stable running with less fluctuation is possible. In the present embodiment, a description will be given of a convoy travel using CACC as an example.

In the present embodiment, all the vehicles that travel on the same lane and control the traveling of the host vehicle according to the relative relationship with the preceding vehicle are referred to as a platoon. In this platoon, for example, a vehicle group is formed by about 3 to 5 vehicles, and the inter-vehicle distance between the vehicle groups is made wider than the inter-vehicle distance between the vehicles in the vehicle group. In addition, when a preceding vehicle does not exist in front of the host vehicle, a predetermined set vehicle speed is maintained.
FIG. 1 is a schematic configuration diagram showing a row running control device.
The convoy travel control apparatus according to the present embodiment includes a CACC switch 11, a wheel speed sensor 12, a surrounding situation recognition device 13, a communication device 14, a navigation system 15, and a controller 16.

  The CACC switch 11 includes a group of switches such as a main switch, a cancel switch, a resume / accelerate switch, a set / coast switch, an inter-vehicle time setting switch, and the like. It is provided. The main switch switches on / off of CACC, and the cancel switch temporarily cancels the setting of CACC. The resume / accelerate switch restores the temporarily released CACC, or increases the set vehicle speed in increments of 5 km / h, for example. The set / coast switch sets the current vehicle speed as the set vehicle speed, or decreases the set vehicle speed in increments of 5 km / h, for example. The inter-vehicle time setting switch switches the target inter-vehicle time Tt to, for example, three stages of long, medium, and short each time the switch is pressed. These CACC switches 11 output voltage signals corresponding to various operation situations to the controller 16. The controller 16 determines various operation situations from the input voltage signal.

  Note that the target inter-vehicle time for the preceding vehicle needs to be different depending on whether the host vehicle is a succeeding vehicle excluding the leading vehicle in the vehicle group or a leading vehicle in the vehicle group. For example, if the target inter-vehicle time for the following vehicle is about 0.7 sec, it is desirable to set the target inter-vehicle time for the leading vehicle to about 1.8 sec. Therefore, it may be configured such that both the target inter-vehicle time for the following vehicle and the target inter-vehicle time for the leading vehicle can be individually set by operating the inter-vehicle time setting switch. In addition, when one of the target inter-vehicle time for the following vehicle and the target inter-vehicle time for the leading vehicle is set by operating the inter-vehicle time setting switch, the other is set by adding or subtracting a predetermined inter-vehicle time. It is good also as a structure to be made.

The wheel speed sensor 12 detects the wheel speeds Vw _{FL to} Vw _RR of each wheel. The wheel speed sensor 12 includes, for example, a sensor rotor that rotates together with a wheel and has a protrusion (gear pulser) formed on a circumference thereof, and a detection circuit that includes a pickup coil provided to face the protrusion of the sensor rotor. Prepare. Then, the change in magnetic flux density accompanying the rotation of the sensor rotor is converted into a voltage signal by the pickup coil and output to the controller 16. The controller 16 determines the wheel speeds Vw _{FL to} Vw _RR from the input voltage signal, and calculates, for example, the wheel speed average value of the non-driven wheels (driven wheels) or the wheel speed average value of all the wheels as the vehicle speed.

The surrounding situation recognition device 13 includes a radar device and a stereo camera, and recognizes the situation in front of the host vehicle.
The radar apparatus detects a distance to a front object existing in front of the host vehicle, a relative speed, and a direction. This radar apparatus is composed of a millimeter wave radar provided in the front grill, and outputs various detected data to the controller 16. For distance and relative speed, for example, FM-CW (Frequency Modulation-Continuous Wave) is used, and distance and relative speed are detected according to the frequency difference due to the Doppler effect, and for direction, for example, DBF (Digital Beam Forming) Using the method, the azimuth is detected according to the phase difference of the reflected waves received by a plurality of channels.

  The stereo camera images the front of the vehicle body. This stereo camera is composed of two cameras having the same specifications, is arranged along the vehicle width direction at the upper part of the front window in the vehicle interior, and has an optical axis and camera coordinates in parallel. Image data in front of the vehicle body captured by the stereo camera is input to the image processing apparatus and subjected to stereo image processing. That is, a distance distribution image is generated over the entire screen area from the parallax between the left camera image and the right camera image, and based on this distance distribution image and the original image, the position of the front object and the traveling division line (white line) are detected. The detected various data are output to the controller 16.

  The communication device 14 transmits / receives information for convoy management to / from vehicles in the vehicle group and other vehicles that are to join the vehicle group via inter-vehicle communication. Information for convoy management includes the ID number of the host vehicle, the current position of the host vehicle, the inter-vehicle distance with the preceding vehicle, the relative vehicle speed with the preceding vehicle, the host vehicle speed, acceleration / deceleration, brake signal, accelerator signal, blinker signal, These are operation signals and abnormal signals of various control systems. The operation signals of various control systems include the operation state of CACC and the operation state of CC (Cruise Control). The CC is a system that controls the acceleration / deceleration of the host vehicle in order to maintain a predetermined vehicle speed.

  For vehicle-to-vehicle communication, radio wave communication or optical communication is used. In radio communication, for example, a frequency band of 5.8 GHz band or 700 MHz band is used, and communication is performed by an orthogonal frequency division multiplexing (OFDM). Note that communication errors are reduced between the first vehicle and the last vehicle in the vehicle group by performing multi-hop communication (ad hoc communication) that communicates indirectly via a relay vehicle rather than directly communicating. Communication quality can be improved. In optical communication, for example, near infrared light of about 880 nm is used, and communication is performed by frequency shift keying (FSK) or amplitude shift keying (ASK).

  The navigation system 15 recognizes the current position of the host vehicle and road map information at the current position. This navigation system 15 has a GPS receiver, and recognizes the position (latitude, longitude, altitude) of the host vehicle and the traveling direction based on the time difference between radio waves arriving from four or more GPS satellites. The controller refers to the road map information including the road type, road alignment, lane width, vehicle traffic direction, etc. stored in the DVD-ROM drive or hard disk drive, and recognizes the road map information at the current position of the host vehicle. 16 is output. In addition, as a safe driving support system (DSSS: Driving Safety Support Systems), various data may be received from an infrastructure using two-way radio communication (DSRC: Dedicated Short Range Communication).

The controller 16 is composed of, for example, a microcomputer, and executes a row running control process, which will be described later, based on detection signals from each sensor, and drives and controls the driving force control device 20 and the brake control device 50.
The driving force control device 20 controls the driving force of the rotational driving source. For example, if the rotational drive source is an engine, the engine output (the number of revolutions and the engine torque) is controlled by adjusting the opening of the throttle valve, the fuel injection amount, the ignition timing, and the like. If the rotational drive source is a motor, the motor output (number of revolutions and motor torque) is controlled via an inverter.

Next, the brake control device 50 will be described.
The brake control device 50 controls the braking force of each wheel. For example, the hydraulic pressure of a wheel cylinder provided in each wheel is controlled by a brake actuator used for anti-skid control (ABS), traction control (TCS), stability control (VDC: Vehicle Dynamics Control), and the like.

Next, the row running control process executed by the controller 16 every predetermined time (for example, 10 msec) will be described.
Here, it is assumed that only the vehicle group to which the host vehicle belongs exists, and this will be referred to as a formation for convenience.
FIG. 2 is a flowchart showing the row running control process.
First, in step S101, various data are read.
In the subsequent step S102, for example, the average wheel speed of the non-driven wheels (driven wheels) is calculated as the own vehicle speed Vs.

In the subsequent step S103, the target inter-vehicle time Tt is set depending on whether the host vehicle is the leading vehicle or the following vehicle in the platoon, that is, whether the ID number is # 1 or other than that. . Specifically, when the host vehicle is the leading vehicle, the target inter-vehicle time Tt _H for the leading vehicle set by the inter-vehicle time setting switch is set as the target inter-vehicle time Tt. On the other hand, when the host vehicle is a subsequent vehicle, the target inter-vehicle time Tt _F for the subsequent vehicle set by the inter-vehicle time setting switch is set as the target inter-vehicle time Tt.
In the subsequent step S104, the first target inter-vehicle distance Dt1 for realizing the target inter-vehicle time Tt is calculated according to the target inter-vehicle time Tt and the vehicle speed Va of the preceding vehicle, as shown in the following equation. The vehicle speed Va of the preceding vehicle is calculated by the difference between the relative speed Vr with the preceding vehicle and the host vehicle speed Vs.
Dt1 = Va × Tt

In subsequent step S105, a target vehicle speed Vt for realizing the first target inter-vehicle distance Dt1 is calculated.
First, as shown in the following formula, according to the vehicle speed Va of the preceding vehicle, the deviation ΔD (= Dt1−Dr) between the first target inter-vehicle distance Dt1 and the inter-vehicle distance Dr, and the relative speed Vr with respect to the preceding vehicle, The basic target vehicle speed Vb is calculated. Here, K1 is a gain to be multiplied by Va, K2 is a gain to be multiplied by ΔD, K3 is a gain to be multiplied by Vr, and f {} is in accordance with K1 × Va, K2 × ΔD, and K3 × Vr. A function for calculating the basic target vehicle speed Vb is shown.
Vb = f {K1 × Va, K2 × ΔD, K3 × Vr}
Then, as shown in the following mathematical formula, the final target vehicle speed Vt is calculated by subjecting the reference target vehicle speed Vb to a first-order lag filter process according to a predetermined transfer characteristic.

In subsequent step S106, a target acceleration / deceleration Gt for realizing the target vehicle speed Vt is calculated according to the own vehicle speed Vs and the target vehicle speed Vt, as shown in the following formula, according to a predetermined response characteristic. Here, f {} represents a function for calculating the target acceleration / deceleration Gt according to Vs and Vt. When the host vehicle speed Vs is higher than the target vehicle speed Vt, the target acceleration / deceleration Gt is a negative deceleration value. When the host vehicle speed Vs is lower than the target vehicle speed Vt, the target acceleration / deceleration Gt is a positive acceleration value. .
Gt = f {Vs, Vt}

In subsequent step S107, a rate limiter process is performed on the target acceleration / deceleration Gt. That is, when the change amount per unit time of the target acceleration / deceleration Gt, here, the change amount ΔGt from the previous value Gt _(n−1) is equal to or less than a predetermined upper limit value ΔG1, the target acceleration / deceleration Gt is maintained as it is. . On the other hand, when the change amount ΔGt from the previous value Gt _(n−1) is larger than the upper limit value ΔG1, the target acceleration / deceleration is performed so that the change amount ΔGt from the previous value Gt _(n−1) becomes the upper limit value ΔG1. Gt is corrected and the rate of change is limited.

In subsequent step S108, as shown in the following equation, as the inter-vehicle time control, a first acceleration / deceleration command value Gc1 for realizing the target acceleration / deceleration Gt is calculated according to the target acceleration / deceleration Gt. Here, Ts is a predetermined set time, and f {} represents a function for calculating the first control command value Gc1 according to Gt. The first acceleration / deceleration command value Gc1 is a positive value when it is an acceleration command, and is a negative value when it is a deceleration command.
Gc1 = f {Gt} × Ts

  In a succeeding step S109, it is determined that the vehicles in the platoon leave the platoon due to the lane change. Here, the surrounding situation recognition device 13 and the communication device 14 determine whether the vehicle in the platoon has left. For example, when the discontinuity of the inter-vehicle distance Dr detected by the radar apparatus is detected, it is determined that the preceding vehicle has left the platoon. The discontinuity of the inter-vehicle distance Dr is that the change rate of the detected value exceeds a predetermined change rate, that is, the change amount per unit time (for example, every calculation cycle) exceeds the predetermined change amount. . Then, the vehicle that has been determined that the preceding vehicle is leaving, transmits that the vehicle that was traveling in front of the own vehicle is leaving, and the ID number of the vehicle to other vehicles in the platoon via the communication device 14. . In this way, it is determined that the vehicles in the platoon leave through the communication device 14 for the remaining vehicles from which the preceding vehicle has not left.

In subsequent step S110, an acceleration / deceleration command value correction process, which will be described later, is executed, the first acceleration / deceleration command value Gc1 is corrected, and a final deceleration command value Gc is set.
In the subsequent step S111, an engine torque command value and a brake fluid pressure command value as control command values are set according to realization of the final deceleration command value Gc. When the deceleration command value Gc is an acceleration command, the engine torque command value is increased and the brake fluid pressure command value is set to zero. When the deceleration command value Gc is a deceleration command, the engine torque command value is set to 0 and the brake fluid pressure command value is increased.
In the subsequent step S112, the driving force control device 20 is driven and controlled according to the engine torque command value, and the brake control device 50 is driven and controlled according to the brake fluid pressure command value, and then returns to a predetermined main program.
The above is the row running control process of this embodiment.

Next, acceleration / deceleration command value correction processing will be described.
FIG. 3 is a flowchart showing acceleration / deceleration command value correction processing according to the first embodiment.
In step S121, it is determined whether or not the vehicles in the platoon leave the platoon due to a lane change. Here, if no separation from the formation has occurred, it is determined that correction for the first acceleration / deceleration command value Gc1 is unnecessary, and the process proceeds to step S122. On the other hand, when separation from the formation has occurred, it is determined that correction for the first acceleration / deceleration command value Gc1 is necessary, and the process proceeds to step S123.

In step S122, the first acceleration / deceleration command value Gc1 is set to the final acceleration / deceleration command value Gc, and then the process returns to the predetermined main program.
In step S123, until the target inter-vehicle time Tt for the preceding vehicle is realized, by performing rate limiter correction on the first acceleration / deceleration command value Gc1, a final acceleration / deceleration command value Gc is set, and then a predetermined main speed is set. Return to the program. This rate limiter correction suppresses the change rate of the first acceleration / deceleration command value Gc1 to be equal to or lower than a predetermined change rate α. That is, the amount of change per unit time (for example, every calculation cycle) is limited to a predetermined ΔG or less.
The above is the acceleration / deceleration command value correction process of this embodiment.

<Action>
Next, the operation of the first embodiment will be described.
In the present embodiment, each vehicle executes inter-vehicle time control in order to form a convoy with a plurality of vehicles on the same lane.
First, in the vehicle group, the target inter-vehicle time Tt is set according to whether the host vehicle is the leading vehicle or the following vehicle. When the own vehicle is the leading vehicle, the target is longer than when the own vehicle is the following vehicle. The inter-vehicle time Tt is set (step S103). Then, a first target inter-vehicle distance Dt1 for realizing the target inter-vehicle time Tt is calculated (step S104), and a target vehicle speed Vt for realizing the first target inter-vehicle distance Dt1 is calculated (step S105).

  Then, a target acceleration / deceleration Gt for realizing the target vehicle speed Vt is calculated (step S106), and a rate limiter process is performed on the target acceleration / deceleration Gt (step S107). Then, a first acceleration / deceleration command value Gc1 for realizing the target acceleration / deceleration Gt is calculated (step S108), and a final deceleration command value Gc is set according to the first acceleration / deceleration command value Gc1. (Step S110). Then, an engine torque command value and a brake fluid pressure command value as control command values are set according to the final deceleration command value Gc (step S111), and the driving force control device 20 and the brake control device are set accordingly. 50 is controlled (step S112). The inter-vehicle time control is executed in such a procedure.

FIG. 4 is a diagram illustrating the withdrawal from the formation.
Here, a two-lane road is running on the same lane on the right side in a row of five vehicles. The five vehicles organize the formation through vehicle-to-vehicle communication, and are assigned IDs # 1, # 2, # 3, # 4, and # 5 in order from the top vehicle. In this state, if the # 3 vehicle changes its lane to the left and leaves the platoon, it is desirable that the # 4 vehicle quickly closes the space between the # 2 vehicle and the # 2 vehicle. However, there is also a degree of departure, just before the lane change is completed, there is a state where at least the vehicle is off the same lane, or there is a state where the lane change has just started and the vehicle is still running on the same lane.

  In such a situation, there is a possibility that the radar device of the vehicle # 4 may erroneously recognize the preceding vehicle. For example, although # 3 vehicle is at least on the same lane, it is recognized as a preceding vehicle, or conversely, # 3 vehicle is still running on the same lane, A vehicle # 2 may be recognized as a preceding vehicle. Therefore, it is difficult to accurately determine the timing when the separation is completed. If the current position of the vehicle is detected by GPS, it is difficult to detect a lateral movement of about a lane change with high accuracy. It is difficult to accurately determine the completion timing.

In this way, if the timing at which the departure is completed cannot be accurately determined, the subsequent vehicle will accelerate or decelerate according to the acceleration / deceleration of the leaving vehicle even after the departure is completed, There is a possibility that the procession will be disturbed, such as accelerating the process.
FIG. 5 is a diagram in which the following vehicle detects the leaving vehicle even after the completion of the leaving.
Here, although the departure of the vehicle # 3 is completed, the vehicle # 4 continues to recognize the vehicle # 3 as the preceding vehicle, not the vehicle # 2. Therefore, if the # 3 vehicle accelerates or decelerates in this state, the # 4 vehicle also follows, and as a result, the # 5 vehicle also follows and disturbs the platoon, making the driver feel uncomfortable. There is a possibility to give.

FIG. 6 is a diagram in which the following vehicle detects the preceding vehicle before the completion of the departure.
Here, although the # 3 vehicle is still traveling on the same lane, the # 4 vehicle is not the # 3 vehicle, but the # 2 vehicle that is the first vehicle is recognized as the preceding vehicle. Therefore, while the # 3 vehicle is in the process of leaving the vehicle, the # 4 vehicle is accelerated to close the gap between the # 2 vehicle and, as a result, the # 5 vehicle also follows. As a result, the driver may feel uncomfortable.

  Therefore, it is determined that a vehicle in the platoon has left the platoon due to a lane change (step S109). When it is determined that there is a detachment (the determination in step S121 is “Yes”), the vehicle behind the departure position The rate of change in acceleration / deceleration is suppressed (step S123). Here, the final acceleration / deceleration command value Gc is set by performing rate limiter correction on the first acceleration / deceleration command value Gc1 until the target inter-vehicle time Tt for the preceding vehicle is realized. That is, the change rate of the first acceleration / deceleration command value Gc1 is suppressed to a predetermined change rate or less. Thereby, even if there is a slight error in the timing of actually leaving, it is possible to suppress the disruption of the formation. In other words, it is possible to prevent the following vehicle from accelerating or decelerating according to the acceleration / deceleration of the leaving vehicle even after the departure is completed, or conversely the acceleration of the following vehicle to close the space even when the departure is not completed. , Can maintain good platooning. In this way, by suppressing fluctuations in acceleration / deceleration in the vehicle behind the departure position, the vehicle # 3 that was about to leave can complete the lane change completely. In such a situation, the radar device for the # 4 vehicle is less likely to erroneously recognize the preceding vehicle.

FIG. 7 is a time chart showing an operation when a preceding vehicle is detected before completion of departure.
Here, the movement of the inter-vehicle time THW will be described.
First, the inter-vehicle time THW substantially maintains the target inter-vehicle time Tt, and the preceding vehicle starts to leave the platoon from this state and is still traveling on the same lane, but at the time t11, the preceding vehicle is detected. The inter-vehicle time THW greatly increases. At this time, if the rate of change in the acceleration / deceleration of the host vehicle is not suppressed, the vehicle is accelerated excessively to achieve the target inter-vehicle time Tt as indicated by the characteristic line L0. On the other hand, when the rate of change of the acceleration / deceleration of the host vehicle is suppressed, as shown by the characteristic line L1, the inter-vehicle time THW can be gradually reduced at a constant change rate until the target inter-vehicle time Tt is realized. . Thereby, even if there is some error in the timing of actually leaving, it is possible to suppress the disturbance of the formation and maintain good formation running.

Thus, the vehicles of # 4 and # 5 are gradually accelerated, and when each achieves the target inter-vehicle time Tt, the rate limiter correction for the first acceleration / deceleration command value Gc1 is finished, and normal inter-vehicle time control is performed. Return to. As a result, it is possible to prevent the rate of change in acceleration / deceleration from being unnecessarily suppressed, and to maintain good row running.
When any vehicle in the platoon maintains the same lane and it is determined that there is no departure from the platoon (the determination in step S121 is “No”), the first acceleration / deceleration command value Gc1 is used as it is. The acceleration / deceleration command value Gc is set (step S122). As a result, it is possible to prevent the rate of change in acceleration / deceleration from being unnecessarily suppressed, and to maintain good row running.

<< Modification 1 >>
In the present embodiment, the rate limit correction is performed on the first acceleration / deceleration command value Gc1 in order to suppress the rate of change of the acceleration / deceleration of the host vehicle. However, the present invention is not limited to this. That is, for example, the target inter-vehicle time Tt, the first target inter-vehicle distance Dt1, the basic target vehicle speed Vb, the target vehicle speed Vt, the target acceleration / deceleration Gt, the engine torque command value, the brake fluid pressure command value, and the like may be corrected. In short, as the inter-vehicle time control, any stage variable may be corrected as long as the rate of change of the acceleration / deceleration of the host vehicle can be finally suppressed.

<< Modification 2 >>
In the present embodiment, when the discontinuity of the inter-vehicle distance Dr detected by the radar device is detected, it is determined that the preceding vehicle leaves the platoon, but the present invention is not limited to this. For example, it may be determined whether or not a preceding vehicle has been detected according to the detection result of the radar apparatus, and it may be determined that the preceding vehicle has left the platoon according to this determination result. Specifically, first, when the preceding vehicle is not detected, the detection flag is reset to fd = 0, and when the preceding vehicle is detected, the detection flag is set to fd = 1. Then, when the detection flag is set to fd = 1, fd = 0 is temporarily reset, and when fd = 1 is set again within a predetermined time, the preceding vehicle leaves the platoon. to decide.
FIG. 8 is a time chart showing the operation of the detection flag.
When the inter-vehicle distance Dr detected by the radar apparatus fluctuates discontinuously, the detection flag may be temporarily reset to fd = 0. In other words, the preceding vehicle may be temporarily lost, and it may be determined that the preceding vehicle leaves using this condition.

《Correspondence relationship》
As described above, the processes in steps S104 to S108, S110 to S112, and S121 to S123 correspond to the “running control unit”, and the process in step S109 corresponds to the “leaving determination unit”. Further, the processing of the CACC switch 11 and step S103 corresponds to the “target inter-vehicle time setting unit”, and the processing of steps S104 to S108, S110 to S112, and S121 to S123 also corresponds to the “inter-vehicle time control unit”.

"effect"
Next, the effect of the main part in 1st Embodiment is described.
(1) The convoy travel control apparatus according to the present embodiment controls the acceleration / deceleration of the own vehicle in order to follow the preceding vehicle in a vehicle that forms a convoy with a plurality of vehicles on the same lane. When it is determined that another vehicle in the platoon leaves the platoon due to a lane change, fluctuations in acceleration / deceleration are suppressed when the host vehicle is positioned behind the detachment position.
In this way, if it is determined that another vehicle in the platoon is leaving the platoon due to a lane change, the fluctuation of the acceleration / deceleration is suppressed when it is located behind the detachment position, so there is an error in the timing of actually leaving However, it is possible to suppress the disruption of the formation. In other words, it is possible to prevent the following vehicle from accelerating or decelerating according to the acceleration / deceleration of the leaving vehicle even after the departure is completed, or conversely the acceleration of the following vehicle to close the space even when the departure is not completed. , Can maintain good platooning.

(2) The convoy travel control apparatus according to the present embodiment detects the inter-vehicle distance from the preceding vehicle, and determines that the preceding vehicle leaves when the discontinuity in the inter-vehicle distance Dr is detected.
As described above, when the discontinuity of the inter-vehicle distance Dr is detected, it is possible to easily determine that another vehicle in the platoon is leaving the platoon due to a lane change by determining that the preceding vehicle is leaving.

(3) The convoy travel control method according to the present embodiment controls the acceleration / deceleration of the host vehicle to follow the preceding vehicle when traveling in a convoy with a plurality of vehicles on the same lane. Then, if it is determined that another vehicle in the platoon leaves the platoon due to a lane change, fluctuations in acceleration / deceleration are suppressed when the host vehicle is positioned behind the detachment position.
In this way, if it is determined that another vehicle in the platoon is leaving the platoon due to a lane change, the fluctuation of the acceleration / deceleration is suppressed when it is located behind the detachment position, so there is an error in the timing of actually leaving However, it is possible to suppress the disruption of the formation. In other words, it is possible to prevent the following vehicle from accelerating or decelerating according to the acceleration / deceleration of the leaving vehicle even after the departure is completed, or conversely the acceleration of the following vehicle to close the space even when the departure is not completed. , Can maintain good platooning.

<< Second Embodiment >>
"Constitution"
In the present embodiment, fluctuations in acceleration / deceleration are prohibited until a predetermined time elapses after it is determined that another vehicle in the platoon has left.
The apparatus configuration is the same as that of the first embodiment described above.
Next, the acceleration / deceleration command value correction process of this embodiment will be described.
FIG. 9 is a flowchart showing acceleration / deceleration command value correction processing according to the second embodiment.
In step S201, it is determined whether or not another vehicle in the platoon leaves the platoon due to a lane change. Here, if no separation from the formation has occurred, it is determined that correction for the first acceleration / deceleration command value Gc1 is unnecessary, and the process proceeds to step S202. On the other hand, when the departure from the formation has occurred, it is determined that the first acceleration / deceleration command value Gc1 needs to be corrected, and the process proceeds to step S203.
In step S202, the first acceleration / deceleration command value Gc1 is set to the final acceleration / deceleration command value Gc, and then the process returns to the predetermined main program.

In step S203, it is determined whether it is less than a predetermined time Tm after it is determined that another vehicle in the platoon has left. The time Tm is a value that allows each vehicle behind the departure position to realize the target inter-vehicle time Tt after it is determined that the vehicle has left. Here, when the elapsed time since it is determined to leave is less than Tm, it is determined that the first acceleration / deceleration command value Gc1 needs to be corrected, and the process proceeds to step S304. On the other hand, when the time Tm has elapsed since it was determined to leave, the process proceeds to step S203 to end the correction for the first acceleration / deceleration command value Gc1.
In step S204, by performing rate limiter correction on the first acceleration / deceleration command value Gc1, a final acceleration / deceleration command value Gc is set and then the process returns to a predetermined main program. In this rate limiter correction, the first acceleration / deceleration command value Gc1 is held at the previous value Gc1 _(n-1) . That is, the fluctuation of the first acceleration / deceleration command value Gc1 is prohibited.
The above is the acceleration / deceleration command value correction process of this embodiment.

<Action>
Next, the operation of the second embodiment will be described.
When suppressing fluctuations in the acceleration / deceleration of the host vehicle, not only the rate of change is suppressed, but fluctuations may be completely prohibited. Therefore, when it is determined that there is a separation (the determination in step S201 is “Yes”), until a predetermined time Tm has elapsed after the determination that there is a separation (the determination in step S203 is “Yes”), Variations in acceleration / deceleration are prohibited in the vehicle behind the departure position (step S204). Here, the final acceleration / deceleration command value Gc is set by performing rate limiter correction on the first acceleration / deceleration command value Gc1. That is, the first acceleration / deceleration command value Gc1 is held at the previous value Gc1 _(n-1) . As a result, even if there is some error in the timing of actually leaving, the disturbance of the formation can be more reliably suppressed. In other words, it is possible to prevent the following vehicle from accelerating or decelerating according to the acceleration / deceleration of the leaving vehicle even after the departure is completed, or conversely the acceleration of the following vehicle to close the space even when the departure is not completed. , Can maintain good platooning.

Then, when the time Tm has elapsed since it was determined that there is a departure (the determination in step S203 is “No”), the prohibition of acceleration / deceleration fluctuation is canceled. That is, the first acceleration / deceleration command value Gc1 is set to the final acceleration / deceleration command value Gc as it is (step S202). Allow fluctuations in acceleration / deceleration. As a result, it is possible to prevent unnecessary fluctuations in the acceleration / deceleration and maintain a good formation.
Further, when it is determined that any vehicle in the platoon remains on the same lane and there is no departure from the platoon (the determination in step S201 is “No”), the first acceleration / deceleration command value Gc1 is finally used as it is. The acceleration / deceleration command value Gc is set (step S202). This prevents unnecessary fluctuations in acceleration / deceleration and maintains a good formation.
In the present embodiment, other parts common to the first embodiment described above are assumed to have the same operational effects, and detailed description thereof is omitted.

《Correspondence relationship》
As described above, the processes of steps S201 to S204 are included in the “travel control unit” and also included in the “inter-vehicle time control unit”.
"effect"
Next, the effect of the main part in 2nd Embodiment is described.
(1) The convoy travel control apparatus of this embodiment prohibits fluctuations in acceleration / deceleration until a predetermined time Tm has elapsed after it is determined that another vehicle in the convoy is leaving.
As described above, since the fluctuation of the acceleration / deceleration is suppressed when the vehicle is positioned behind the departure position until the time Tm elapses after it is determined that the other vehicle leaves, it is assumed that there is an error in the actual departure timing. However, it is possible to more reliably suppress the disturbance of the formation. In other words, it is possible to prevent the following vehicle from accelerating or decelerating according to the acceleration / deceleration of the leaving vehicle even after the departure is completed, or conversely the acceleration of the following vehicle to close the space even when the departure is not completed. , Can maintain good platooning.

<< Third Embodiment >>
"Constitution"
In the present embodiment, the acceleration / deceleration is changed stepwise when it is determined that another vehicle in the platoon is leaving.
The apparatus configuration is the same as that of the first embodiment described above.
Next, the convoy travel control process of this embodiment will be described.
FIG. 10 is a flowchart showing acceleration / deceleration command value correction processing according to the third embodiment.
Here, in the first embodiment described above, the process of step S123 is changed to a new process of step S301. Note that the processes in steps S121 and S122 are the same as those in the first embodiment described above, and thus detailed descriptions of common parts are omitted.

In step S301, until the target inter-vehicle time Tt for the preceding vehicle is realized, by performing rate limiter correction on the first acceleration / deceleration command value Gc1, the final acceleration / deceleration command value Gc is set, and then a predetermined main Return to the program. In this rate limiter correction, the first acceleration / deceleration command value Gc1 is changed stepwise (stepwise). That is, a predetermined amount of change is allowed each time a predetermined time Ts elapses.
The above is the row running control process of this embodiment.

<Action>
Next, the operation of the third embodiment will be described.
When suppressing fluctuations in the acceleration / deceleration of the host vehicle, the acceleration / deceleration may be changed stepwise in addition to suppressing the rate of change constant. Therefore, when it is determined that there is a departure (the determination in step S121 is “Yes”), fluctuations in acceleration / deceleration are prohibited in the vehicle behind the departure position (step S301). Here, the final acceleration / deceleration command value Gc is set by performing rate limiter correction on the first acceleration / deceleration command value Gc1. That is, the first acceleration / deceleration command value Gc1 is changed stepwise. Thereby, even if there is a slight error in the timing of actually leaving, it is possible to suppress the disruption of the formation. In other words, it is possible to prevent the following vehicle from accelerating or decelerating according to the acceleration / deceleration of the leaving vehicle even after the departure is completed, or conversely the acceleration of the following vehicle to close the space even when the departure is not completed. , Can maintain good platooning.

FIG. 11 is a time chart showing an operation when a preceding vehicle is detected before the completion of departure.
Here, the movement of the inter-vehicle time THW will be described.
First, the inter-vehicle time THW substantially maintains the target inter-vehicle time Tt, and the preceding vehicle starts to leave the platoon from this state and is still traveling on the same lane, but at the time t31, the preceding vehicle is detected. The inter-vehicle time THW greatly increases. At this time, if the rate of change in the acceleration / deceleration of the host vehicle is not suppressed, the vehicle is accelerated excessively to achieve the target inter-vehicle time Tt as indicated by the characteristic line L0. On the other hand, when the rate of change in the acceleration / deceleration of the host vehicle is suppressed, the inter-vehicle time THW can be decreased stepwise until the target inter-vehicle time Tt is realized, as indicated by the characteristic line L1. Here, the inter-vehicle time THW is first reduced from about 1.4 sec to 1.0 sec, and then is reduced from about 1.0 sec to about 0.7 sec. Of course, the inter-vehicle time THW may be reduced not by two stages but by three or more stages. Thereby, even if there is some error in the timing of actually leaving, it is possible to suppress the disturbance of the formation and maintain good formation running.

When any vehicle in the platoon maintains the same lane and it is determined that there is no departure from the platoon (the determination in step S121 is “No”), the first acceleration / deceleration command value Gc1 is used as it is. The acceleration / deceleration command value Gc is set (step S122). As a result, it is possible to prevent the rate of change in acceleration / deceleration from being unnecessarily suppressed, and to maintain good row running.
In the present embodiment, other parts common to the first embodiment described above are assumed to have the same operational effects, and detailed description thereof is omitted.

《Correspondence relationship》
As described above, the process of step S301 is included in the “travel control unit” and also included in the “inter-vehicle time control unit”.
"effect"
Next, the effect of the main part in 3rd Embodiment is described.
(1) The convoy travel control device of this embodiment changes the acceleration / deceleration stepwise when it is determined that another vehicle in the convoy is leaving.
Thus, since the acceleration / deceleration is changed stepwise, even if there is an error in the timing of actually leaving, it is possible to suppress the disturbance of the formation. In other words, it is possible to prevent the following vehicle from accelerating or decelerating according to the acceleration / deceleration of the leaving vehicle even after the departure is completed, or conversely the acceleration of the following vehicle to close the space even when the departure is not completed. , Can maintain good platooning.

<< 4th Embodiment >>
"Constitution"
This embodiment switches from inter-vehicle time control to inter-vehicle distance control when it is determined that another vehicle in the platoon is leaving. In the inter-vehicle distance control, the inter-vehicle distance Dr at the time when it is determined that the other vehicle in the platoon has left is set as the second target inter-vehicle distance Dt2, and the own vehicle is used to realize the second target inter-vehicle distance Dt2. This mode controls the acceleration / deceleration.
The apparatus configuration is the same as that of the first embodiment described above.

Next, the convoy travel control process of this embodiment will be described.
FIG. 12 is a flowchart showing the row running control process of the fourth embodiment.
Here, in the first embodiment described above, the processing in step S110 is changed to new processing in steps S401 and S402. Note that the processes in steps S101 to S109, S111, and S112 are the same as those in the first embodiment described above, and thus detailed descriptions of common parts are omitted.

In step S401, as the inter-vehicle distance control, the inter-vehicle distance Dr at the time when it is determined that the other vehicle in the platoon is leaving is set as the second target inter-vehicle distance Dt2, and this second target inter-vehicle distance Dt2 is maintained. The second acceleration / deceleration command value Gc2 is set. The second acceleration / deceleration command value Gc2 is a set value for generating a deceleration according to a deviation ΔD between the second target inter-vehicle distance Dt2 and the inter-vehicle distance Dr, and is a negative value because it is a deceleration command. . Alternatively, a fixed value that generates a predetermined deceleration may be used, or a fixed value and a select high value of a set value may be used.
In the subsequent step S402, a control switching determination process described later is executed, and either one of the inter-vehicle time control or the inter-vehicle distance control is selected, and a final deceleration command value Gc is set.
The above is the row running control process of this embodiment.

Next, the control switching determination process will be described.
FIG. 13 is a flowchart showing the control switching determination process.
In step S411, it is determined whether or not a vehicle in the platoon leaves the platoon due to a lane change. If no separation from the formation has occurred, it is determined that there is no need to suppress fluctuations in acceleration / deceleration in each vehicle behind the separation position, and the process proceeds to step S412. On the other hand, when separation from the platoon has occurred, it is determined that it is necessary to suppress fluctuations in acceleration / deceleration in each vehicle behind the separation position, and the process proceeds to step S413.
In step S412, as the inter-vehicle time control, the first acceleration / deceleration command value Gc1 is set to the final acceleration / deceleration command value Gc, and then the routine returns to a predetermined main program.

In step S413, it is determined whether it is less than a predetermined time Tm after it is determined that another vehicle in the platoon has left. The time Tm is a value that allows each vehicle behind the departure position to realize the target inter-vehicle time Tt after it is determined that the vehicle has left. Here, when the elapsed time since it is determined to leave is less than Tm, it is determined that it is necessary to suppress fluctuations in acceleration / deceleration in each vehicle behind the departure position, and the process proceeds to step S304. On the other hand, when the time Tm has elapsed since it was determined to leave, the process proceeds to step S413 in order to end suppression of acceleration / deceleration fluctuations in each vehicle behind the departure position.
In step S414, as the inter-vehicle distance control, the second acceleration / deceleration command value Gc2 is set to the final acceleration / deceleration command value Gc, and then the routine returns to a predetermined main program.
The above is the control switching determination process of this embodiment.

<Action>
Next, the operation of the fourth embodiment will be described.
The inter-vehicle distance control is a mode for controlling the acceleration / deceleration of the host vehicle in order to realize the second target inter-vehicle distance Dt2.
First, the inter-vehicle distance Dr at the time when it is determined that another vehicle in the platoon has left is set as the second target inter-vehicle distance Dt2, and the second acceleration / deceleration command for maintaining the second target inter-vehicle distance Dt2 A value Gc2 is set (step S401). The second acceleration / deceleration command value Gc2 is a deceleration command for generating a deceleration according to the deviation ΔD between the second target inter-vehicle distance Dt2 and the inter-vehicle distance Dr. The second acceleration / deceleration command value Gc2 is the final value. Is set as an actual deceleration command value Gc (step S402). Then, an engine torque command value and a brake fluid pressure command value as control command values are set according to the final deceleration command value Gc (step S111), and the driving force control device 20 and the brake control device are set accordingly. 50 is controlled (step S112). The inter-vehicle distance control is executed in such a procedure.

  With this inter-vehicle distance control, it is possible to suppress the host vehicle from accelerating in an attempt to close the preceding vehicle. Therefore, when it is determined that another vehicle has left the platoon (the determination in step S411 is “Yes”), until the predetermined time Tm elapses after the determination that there is a departure (the determination in step S413 is “Yes”). "), Inter-vehicle distance control is performed instead of inter-vehicle time control (step S414). Thereby, even if the preceding vehicle is detected before the completion of the departure, the inter-vehicle distance Dr with the preceding vehicle can be maintained. That is, it is possible to prevent the host vehicle from accelerating in an attempt to close the space between the preceding vehicle and the leaving vehicle that is still in the middle of leaving. In this way, even if there is a slight error in the timing of actually leaving, it is possible to suppress the formation disturbance and maintain good formation running.

Then, when the time Tm has elapsed since it was determined that there is a departure (the determination in step S413 is “No”), the control returns from the inter-vehicle distance control to the inter-vehicle time control (step S412), and the variation in acceleration / deceleration is allowed. . As a result, it is possible to prevent unnecessary fluctuations in the acceleration / deceleration and maintain a good formation.
If any vehicle in the platoon maintains the same lane and it is determined that there is no departure from the platoon (step S411: “No”), the inter-vehicle time control is maintained (step S412). As a result, it is possible to prevent the acceleration / deceleration fluctuations from being unnecessarily suppressed and to maintain good row running.
In the present embodiment, other parts common to the first embodiment described above are assumed to have the same operational effects, and detailed description thereof is omitted.

《Correspondence relationship》
As described above, the processes of steps S401, S402, and S411 to S414 are included in the “running control unit”. Further, the process of step S412 is included in the “inter-vehicle time control unit”, and the process of step S414 is included in the “inter-vehicle distance control unit”.
"effect"
Next, the effect of the principal part in 4th Embodiment is described.
(1) The convoy travel control apparatus of this embodiment sets the target inter-vehicle time Tt for the preceding vehicle, and sets the inter-vehicle distance Dr when it is determined that the other vehicle in the convoy is leaving as the second target inter-vehicle distance Dt2. To do. In order to realize the target inter-vehicle time Tt, the inter-vehicle time control for controlling the acceleration / deceleration of the own vehicle can be executed, and the acceleration / deceleration of the own vehicle is controlled in order to realize the second target inter-vehicle distance Dt2. It is configured to enable inter-vehicle distance control. When it is determined that the other vehicle is leaving while the inter-vehicle time control is being performed, the inter-vehicle distance control is performed instead of the inter-vehicle time control until the time Tm elapses after it is determined that the other vehicle has left.
As described above, when it is determined that the other vehicle leaves, switching to inter-vehicle distance control until the time Tm elapses can suppress the disturbance of the formation even if there is an error in the actual departure timing. In other words, it is possible to prevent the following vehicle from accelerating or decelerating according to the acceleration / deceleration of the leaving vehicle even after the departure is completed, or conversely the acceleration of the following vehicle to close the space even when the departure is not completed. , Can maintain good platooning.

<< 5th Embodiment >>
"Constitution"
In this embodiment, when it is determined that another vehicle in the platoon is leaving, the platoon is divided at the separation position.
The apparatus configuration is the same as that of the first embodiment described above.
Next, the formation process performed by the controller 16 every predetermined time (for example, 10 msec) will be described.
Here again, it is assumed that there is only a vehicle group to which the own vehicle belongs, and this will be referred to as a formation for convenience.

FIG. 14 is a flowchart showing the formation process of the fifth embodiment.
In step S501, it is determined whether or not a vehicle in the platoon leaves the platoon due to a lane change. If no departure from the formation has occurred, it is determined that reorganization for dividing the formation is unnecessary, and the process proceeds to step S502. On the other hand, when separation from the formation occurs, it is determined that reorganization for dividing the formation is necessary, and the process proceeds to step S503.

In step S502, the process returns to a predetermined main program while maintaining the current formation without reorganizing the formation.
In step S503, the train is divided and reorganized at the separation position, and then the process returns to the predetermined main program. Specifically, a front side row and a rear side row are newly formed at the separation position. The trains are reorganized by reassigning IDs # 1, # 2, # 3,..., #N in order from the leading vehicle via inter-vehicle communication.
The above is the formation process of this embodiment.

<Action>
Next, the operation of the fifth embodiment will be described.
In the platooning, the inter-vehicle distance Dr between the platoons is made larger than the inter-vehicle distance Dr between the vehicles in the platoon. That is, when the platoon is divided at the separation position, in the vehicle after the division position, the target inter-vehicle time Tt is switched from the target inter-vehicle time Tt _F for the following vehicle to the target inter-vehicle time Tt _H for the leading vehicle. As a result, it is possible to suppress the host vehicle from accelerating in an attempt to close the vehicle ahead of the preceding vehicle.

  Therefore, when it is determined that another vehicle leaves the platoon (the determination in step S501 is “Yes”), the platoon is divided into two at the separation position (step S503). As a result, even if the preceding vehicle is detected before the completion of the departure, the departure of the leaving vehicle is not completed, but the host vehicle is prevented from accelerating in an attempt to close the distance to the preceding vehicle. it can. In this way, even if there is a slight error in the timing of actually leaving, it is possible to suppress the formation disturbance and maintain good formation running.

If any vehicle in the platoon maintains the same lane and it is determined that there is no departure from the platoon (“No” in step S501), the current platoon is maintained (step S502). Thereby, it can suppress that traffic efficiency falls by unnecessary division | segmentation, and can maintain favorable platooning.
In the present embodiment, other parts that are the same as those in the other embodiments described above are assumed to have the same effects, and detailed description thereof is omitted.

《Correspondence relationship》
As described above, the processing of steps S501 to S503 is included in the “running control unit”.
"effect"
Next, the effect of the principal part in 5th Embodiment is described.
(1) The convoy travel control device of this embodiment divides the convoy at the separation position when it is determined that another vehicle in the convoy is leaving.
In this way, when it is determined that the other vehicle is leaving, the formation is divided at the departure position, so that even if there is an error in the actual departure timing, the formation disturbance can be suppressed. In other words, it is possible to prevent the following vehicle from accelerating or decelerating according to the acceleration / deceleration of the leaving vehicle even after the departure is completed, or conversely the acceleration of the following vehicle to close the space even when the departure is not completed. , Can maintain good platooning.

<< 6th Embodiment >>
"Constitution"
In the present embodiment, when the intention to leave the other vehicle in the platoon is detected, it is determined that the other vehicle in the lane leaves. Further, the operation of the blinker in the other vehicle in the platoon or the OFF of the CACC switch 11 is detected as the intention to leave.
The apparatus configuration is the same as that of the first embodiment described above.
Next, the separation determination process executed in step S109 of the formation running control process will be described.

FIG. 15 is a flowchart showing the leaving determination process of the sixth embodiment.
First, in step S601, vehicle-to-vehicle communication is performed between vehicles in the formation.
In the subsequent step S602, it is determined whether or not the winker is operating in any vehicle in the platoon. Here, when the winker is operating in any vehicle in the platoon, this is detected as the intention to leave, and the process proceeds to step S603. On the other hand, in any vehicle, when the blinker is not operating, the process proceeds to step S604.
In step S603, after it is determined that another vehicle in the platoon has left, the process returns to a predetermined main program.

In step S604, it is determined whether any vehicle in the platoon has switched the CACC switch 11 from ON to OFF. Here, when the CACC switch 11 is switched OFF in any vehicle in the platoon, this is detected as a will to leave, and the process proceeds to step S603. On the other hand, in any vehicle, when the CACC switch 11 remains ON, the process proceeds to step S605.
In step S605, it is determined that no other vehicle in the platoon has left, and the process returns to the predetermined main program.
The above is the explanation of the departure determination process of the present embodiment.

<Action>
Next, the operation of the sixth embodiment will be described.
A leaving vehicle may present a direct will to leave. For example, an operation such as operating a blinker or turning off the CACC switch 11 is performed. Therefore, in addition to detecting the discontinuity of the inter-vehicle distance Dr, inter-vehicle communication is performed between the vehicles in the platoon (step S601), and by detecting that the leaving vehicle presents the intention to leave, It is determined whether or not the vehicle is leaving. In other words, when the vehicle in the platoon operates the blinker (determination in step S602 is “Yes”) or when the CACC switch 11 is turned off (determination in step S604 is “Yes”), other vehicles in the platoon Is determined to leave the line (step S603). This makes it possible to directly determine whether or not another vehicle in the platoon is leaving.
In the present embodiment, other parts that are the same as those in the other embodiments described above are assumed to have the same effects, and detailed description thereof is omitted.

《Correspondence relationship》
As described above, the processes of steps S601 to S605 are included in the “leave determination unit”.
"effect"
Next, the effect of the principal part in 6th Embodiment is described.
(1) The convoy travel control apparatus according to the present embodiment determines that the other vehicle in the convoy is leaving when the intention to leave the other vehicle in the convoy is detected by communication between the vehicles.
This makes it possible to directly determine whether or not another vehicle in the platoon is leaving.
(2) The row running control device of this embodiment detects the operation of the blinker in the other vehicle in the row as a will to leave.
As a result, it is possible to easily detect the intention to leave.
(3) The convoy travel control apparatus according to the present embodiment detects the CACC operation stop in other vehicles in the convoy as a will to leave.
As a result, it is possible to easily detect the intention to leave.
Although the present invention has been described with reference to a limited number of embodiments, the scope of rights is not limited thereto, and modifications of the embodiments based on the above disclosure are obvious to those skilled in the art. Moreover, each embodiment can be adopted in any combination.

11 CACC switch 12 Wheel speed sensor 13 Peripheral situation recognition device 14 Communication device 15 Navigation system 16 Controller 20 Driving force control device 50 Brake control device

Claims (9)

In a row running control device that runs in a row with a plurality of vehicles on the same lane,
A travel controller that controls the acceleration / deceleration of the host vehicle to follow the preceding vehicle;
A departure determination unit that determines that other vehicles in the formation leave the formation due to a lane change,
An inter-vehicle distance detection unit for detecting an inter-vehicle distance from the preceding vehicle;
A target inter-vehicle time setting unit for setting a target inter-vehicle time for the preceding vehicle;
A target inter-vehicle distance setting unit that sets the inter-vehicle distance detected by the inter-vehicle distance detection unit as a target inter-vehicle distance when it is determined by the departure determination unit that other vehicles in the platoon are leaving ;
The travel controller is
When the departure determination unit determines that another vehicle in the platoon is leaving, when the host vehicle is located behind the departure position, the fluctuation of acceleration / deceleration is suppressed,
The departure determination unit
When the discontinuity of the inter-vehicle distance detected by the inter-vehicle distance detection unit is detected, it is determined that the preceding vehicle leaves ,
The travel controller is
In order to realize the target inter-vehicle time set by the target inter-vehicle time setting unit, an inter-vehicle time control unit that performs inter-vehicle time control by controlling the acceleration / deceleration of the host vehicle,
An inter-vehicle distance control unit that performs inter-vehicle distance control by controlling the acceleration / deceleration of the host vehicle in order to realize the target inter-vehicle distance set by the target inter-vehicle distance setting unit,
In a state in which the inter-vehicle time control unit performs the inter-vehicle time control, when the departure determination unit determines that another vehicle in the platoon has left, the predetermined time is determined after determining that the other vehicle in the platoon has left. A convoy travel control device that performs inter-vehicle distance control by the inter-vehicle distance control unit instead of inter-vehicle time control by the inter-vehicle time control unit until time elapses . The travel controller is
The platooning control device according to claim 1, wherein a change in acceleration / deceleration is prohibited until a predetermined time elapses after the detachment determination unit determines that another vehicle in the platoon has left. . The travel controller is
The platooning control device according to claim 1, wherein the accelerating / decelerating speed is changed stepwise when the detachment determining unit determines that another vehicle in the platoon is leaving. The travel controller is
2. The platooning control device according to claim 1, wherein when the detachment determination unit determines that another vehicle in the platoon is leaving, the platooning control device is divided at the separation position. The departure determination unit
By communication between vehicles, when it detects a detachment intention in the other vehicles in the convoy, the other vehicles in the convoy is according to any one of claim 1 to 4, characterized in that it is determined that the leaves Convoy travel control device. The departure determination unit
The row running control device according to claim 5 , wherein an operation of a direction indicator in another vehicle in the row is detected as a will to leave. The departure determination unit
The platooning travel control device according to claim 5 or 6 , wherein the suspending operation of the travel control unit in another vehicle in the platoon is detected as a will to leave. When the convoy travel control device forms a convoy with a plurality of vehicles on the same lane,
The running control unit of the row running control device controls the acceleration / deceleration of the own vehicle in order to follow the preceding vehicle,
When the departure determination unit of the row running control device determines that another vehicle in the row is leaving the row due to a lane change, when the host vehicle is positioned behind the departure position, the running control unit, Suppresses acceleration / deceleration fluctuations,
The inter-vehicle distance detection unit of the row running control device detects the inter-vehicle distance with the preceding vehicle,
When detecting the discontinuity of the inter-vehicle distance detected by the inter-vehicle distance detecting unit, the separation determining unit of the platooning traveling control device determines that the preceding vehicle is leaving ,
The target inter-vehicle time setting unit of the row running control device sets the target inter-vehicle time for the preceding vehicle,
When the target inter-vehicle distance setting unit of the convoy travel control apparatus determines that the other vehicle in the convoy is leaving, the departure determination unit sets the inter-vehicle distance detected by the inter-vehicle distance detection unit as the target inter-vehicle distance. ,
The inter-vehicle time control unit of the travel control unit performs inter-vehicle time control by controlling the acceleration / deceleration of the host vehicle in order to realize the target inter-vehicle time set by the target inter-vehicle time setting unit.
The inter-vehicle distance control unit of the travel control unit performs inter-vehicle distance control by controlling the acceleration / deceleration of the host vehicle in order to realize the target inter-vehicle distance set by the target inter-vehicle distance setting unit.
When the travel control unit determines that another vehicle in the platoon is leaving in the detachment determination unit while the inter-vehicle time control is being performed by the inter-vehicle time control unit, it is determined that the other vehicle in the platoon is leaving. A platooning control method comprising: performing inter-vehicle distance control by the inter-vehicle distance control unit instead of inter-vehicle time control by the inter-vehicle time control unit until a predetermined time elapses . A travel control section for controlling the deceleration of the vehicle to follow the preceding row vehicle on the same lane,
A leaving determination section which the preceding vehicle is determined that the disengaged away by the lane change,
A vehicle distance detector for detecting an inter-vehicle distance to the preceding vehicle,
A target inter-vehicle time setting unit for setting a target inter-vehicle time for the preceding vehicle;
A target inter-vehicle distance setting unit that sets the inter-vehicle distance detected by the inter-vehicle distance detection unit as a target inter-vehicle distance when the departure determination unit determines that the preceding vehicle is leaving ,
The travel controller is
If it is determined that the preceding vehicle at the departure determination unit is disengaged, to suppress the fluctuation of the pressure deceleration,
The departure determination unit
Upon detection of a discontinuity in the inter-vehicle distance detected by the headway distance detection section determines that the preceding vehicle is disengaged,
The travel controller is
In order to realize the target inter-vehicle time set by the target inter-vehicle time setting unit, an inter-vehicle time control unit that performs inter-vehicle time control by controlling the acceleration / deceleration of the host vehicle,
An inter-vehicle distance control unit that performs inter-vehicle distance control by controlling the acceleration / deceleration of the host vehicle in order to realize the target inter-vehicle distance set by the target inter-vehicle distance setting unit,
In the state where the inter-vehicle time control unit performs the inter-vehicle time control, when the departure determination unit determines that the preceding vehicle leaves, until a predetermined time elapses after it is determined that the preceding vehicle leaves, row control device run you and performs inter-vehicle distance control by the headway distance control unit instead of the inter-vehicle time control by the headway time controller.

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