JP7449910B2 - Vehicle control device - Google Patents

Description

The present invention relates to a vehicle control device.

2. Description of the Related Art In recent years, a so-called adaptive cruise control (ACC) function, which is a function of causing a vehicle to follow a preceding vehicle, has been used as a technology to support the driving of a vehicle. During such follow-up driving using the ACC function, the acceleration and deceleration of the own vehicle is automatically controlled so that the distance between the own vehicle (the vehicle to be controlled) and the preceding vehicle maintains the target inter-vehicle distance.

Japanese Patent Application Publication No. 2001-206098

When the preceding vehicle decelerates during the following driving as described above, the deceleration timing of the own vehicle may be delayed, which may cause fear in the occupants of the own vehicle.

SUMMARY OF THE INVENTION Therefore, one object of the present invention is to provide a vehicle control device that can suppress delays in deceleration timing during follow-up travel.

In order to solve the above-mentioned problems and achieve the objectives, one aspect of the present invention executes follow-up driving in which the own vehicle travels such that the distance between the own vehicle and the preceding vehicle is maintained at a target inter-vehicle distance. A target acceleration setting unit that sets a target acceleration of the own vehicle based on a difference between an inter-vehicle distance and a target inter-vehicle distance and a relative speed between the own vehicle and a preceding vehicle. , an acceleration/deceleration control unit that controls the acceleration/deceleration of the own vehicle based on the target acceleration; and an acceleration/deceleration control unit that controls the acceleration/deceleration of the own vehicle based on the target acceleration; A first correction process is performed to correct the target inter-vehicle distance based on the following, and if the preceding vehicle is decelerating and the own vehicle is accelerating during following driving, the acceleration of the preceding vehicle and the acceleration of the own vehicle are calculated. a correction unit that performs a second correction process that corrects the target inter-vehicle distance based on the target inter-vehicle distance.

According to the above configuration, when the preceding vehicle is decelerating and the own vehicle is accelerating during following driving, the second correction process takes into account not only the acceleration of the preceding vehicle but also the acceleration of the own vehicle. It will be done. Thereby, the deceleration timing can be made earlier than when the first correction process is performed, and a delay in the deceleration timing during follow-up traveling can be suppressed.

Further, in the above configuration, the correction unit is configured to adjust the second correction unit when the following distance is smaller than the predetermined distance even if the preceding vehicle is decelerating and the own vehicle is accelerating. The correction processing may not be performed.

If the inter-vehicle distance is small to a certain extent, it can be estimated that the braking operation has already started and there is little need to advance the braking timing. Therefore, with the above configuration, excessive braking operation during follow-up traveling can be suppressed.

Furthermore, in the above configuration, the correction unit adjusts the relative speed obtained by subtracting the own vehicle speed from the preceding vehicle speed even when the preceding vehicle is decelerating and the own vehicle is accelerating during following driving. If the speed is higher than a predetermined speed, the second correction process may not be performed.

When the relative speed is high to a certain extent, it is unlikely that the inter-vehicle distance will shorten rapidly, and it can be estimated that there is little need to advance the braking timing. Therefore, with the above configuration, excessive braking operation during follow-up traveling can be suppressed.

Further, in the above configuration, the predetermined speed may be a positive value.

According to the above configuration, even if the preceding vehicle is moving away from the own vehicle, the second correction process can be executed in a situation where there is a possibility that the inter-vehicle distance may suddenly decrease due to sudden braking of the preceding vehicle, etc. can.

According to the present invention, it is possible to provide a vehicle control device that can suppress delays in deceleration timing during follow-up travel.

FIG. 1 is a block diagram showing the configuration of main parts of a vehicle equipped with a vehicle control device according to an embodiment. FIG. 2 is a block diagram showing the configuration of the hybrid drive mechanism according to the embodiment. FIG. 3 is a block diagram showing the functional configuration of the vehicle control device according to the embodiment. FIG. 4 is a diagram conceptually showing a method for setting a target acceleration according to the embodiment. FIG. 5 is a diagram conceptually showing a method for correcting the target inter-vehicle distance according to the embodiment. FIG. 6 is a flowchart showing processing in the vehicle control device according to the embodiment.

An example of a vehicle control device according to the present invention will be explained in detail below based on the drawings.

FIG. 1 is a block diagram showing the configuration of main parts of a vehicle 1 equipped with a vehicle control device according to an embodiment.

The vehicle 1 is an automobile that uses a hybrid drive mechanism 5 as a drive source. The power of the hybrid drive mechanism 5 is transmitted to the left and right drive wheels. The hybrid drive mechanism 5 and the drive wheels may be coupled via a transmission. The transmission may be, for example, a continuously variable transmission (CVT), a stepped automatic transmission (AT), or a manual transmission (MT). Manual Transmission).

In the cabin of the vehicle 1, an accelerator pedal that is operated to accelerate or decelerate the vehicle 1 and a brake pedal that is operated to brake the vehicle 1 are provided under the feet of the driver's seat. The accelerator pedal and the brake pedal are located at positions convenient for the driver seated in the driver's seat to operate them with his or her right foot.

Further, the vehicle 1 is equipped with a hydraulic brake. The hydraulic brake includes a brake booster, a master cylinder, and a brake actuator 3. When the brake pedal is depressed, the pedal force input to the brake pedal is transmitted to the brake booster. The pedal force transmitted to the brake booster is amplified (boosted) by the negative pressure of the brake booster, and is input from the brake booster to the master cylinder. In the master cylinder, hydraulic pressure is generated according to the force input from the brake booster. The hydraulic pressure generated by the master cylinder is transmitted to the brake actuator 3. The function of the brake actuator 3 distributes oil pressure (brake fluid pressure) to the wheel cylinders of the brakes provided on each wheel, and the oil pressure applies braking force from each brake to the wheels including the driving wheels.

Furthermore, the brake actuator 3 has a built-in electric pump, and when automatic braking is activated, the electric pump is driven by electric power from the battery, and the brake fluid pressure generated by the electric pump is supplied to each wheel cylinder. .

The vehicle 1 is equipped with a plurality of ECUs (Electronic Control Units) 4a, 5a, and 6 each including a microcomputer (microcontroller unit). A microcomputer has a built-in CPU, a nonvolatile memory such as a flash memory, and a volatile memory such as a DRAM (Dynamic Random Access Memory). Note that the vehicle 1 is equipped with not only the ECUs 4a, 5a, and 6 described above but also a plurality of ECUs for controlling each part. A plurality of ECUs including ECUs 4a, 5a, and 6 are connected to enable bidirectional communication using a CAN (Controller Area Network) communication protocol.

The forward recognition camera 4 (hereinafter sometimes referred to as FR camera 4) is, for example, a stereo camera. A stereo camera is a camera that can continuously capture still images at a predetermined frame rate, and can detect the distance to the position of a target in a captured image based on parallax information. The stereo camera is installed, for example, on the windshield surface on the rear side of the room mirror in the front center of the vehicle interior so as to be able to take a wide-angle image of the front of the vehicle 1. Furthermore, in addition to the stereo camera, the vehicle 1 may be provided with a radar as a unit for recognizing the outside world. The radar is installed at the front of the vehicle 1 and is a sensor for detecting the situation in a predetermined search range in front of the vehicle 1. A radar irradiates a search range with radar waves (millimeter waves, laser), receives reflected waves from objects existing within the search range, and outputs a detection signal according to the reflected waves.

In this embodiment, the FR camera 4 includes a camera ECU 4a. Based on the image taken by the FR camera 4, the camera ECU 4a determines the relative speed of the vehicle 1 and a target such as a preceding vehicle, the target inter-vehicle distance to the preceding vehicle, and the target acceleration/deceleration when following the preceding vehicle. etc., calculates the data necessary to operate the ACC function.

The camera ECU 4a also controls the hybrid vehicle when the distance between the preceding vehicle and the vehicle 1 becomes wider than the target distance between vehicles and acceleration becomes necessary, or when the distance between vehicles becomes shorter than the target distance between vehicles and deceleration becomes necessary. An acceleration/deceleration request signal requesting acceleration or deceleration is transmitted to the HC (Hybrid Control)-ECU 5a included in the drive mechanism 5. When the HC-ECU 5a receives an acceleration/deceleration request signal from the camera ECU 4a, the HC-ECU 5a controls a drive motor that generates power to rotate the drive wheels and a braking force in order to achieve acceleration or deceleration (negative acceleration) based on the signal. Controls regenerative brakes, etc. that generate

Furthermore, when the inter-vehicle distance between the preceding vehicle and the vehicle 1 becomes shorter than the target inter-vehicle distance and deceleration becomes necessary, the camera ECU 4a transmits a deceleration request signal requesting deceleration to the VSC-ECU 6. When the VSC-ECU 6 receives a deceleration request signal from the camera ECU 4a, the VSC-ECU 6 sends a valve control signal to the brake actuator 3 to open and close a brake fluid pressure control valve (not shown) in order to realize deceleration based on the signal. The brake fluid pressure applied to brake devices (not shown) provided on each of the four wheels is adjusted by controlling the amount. The ACC function will be described later.

Normally (when the ACC function is not activated), the HC-ECU 5a of the hybrid drive mechanism 5 outputs drive torque according to the accelerator operation amount (accelerator opening degree) detected by the accelerator sensor (not shown). In addition, it controls the amount of current supplied to the drive motor. On the other hand, when the ACC function is activated, as described above, the drive motor and regenerative brake are controlled based on the acceleration/deceleration request signal, regardless of the amount of accelerator operation, so that the acceleration or deceleration corresponds to the signal. control etc. Furthermore, the HC-ECU 5a may control a transmission provided between the drive motor and the wheels.

In order to improve the steering stability of the vehicle 1, the VSC-ECU 6 detects a skidding situation based on information such as a wheel speed sensor installed on each wheel, and activates the HC to prevent skidding. - Requests the ECU 5a to adjust the output of the drive motor or operate the regenerative brake, or controls the brake actuator 3.

In addition, when the ACC function is activated, the VSC-ECU 6 operates the electric pump of the brake actuator 3 based on the deceleration request signal from the camera ECU 4a, and applies a predetermined hydraulic pressure to each wheel cylinder (according to the deceleration request signal). brake fluid pressure to achieve the corresponding deceleration (automatic brake).

The vehicle speed sensor 7 includes, for example, a rotor made of a magnetic material that rotates as the vehicle 1 travels, and an electromagnetic pickup provided without contact with the rotor, and receives an output from the electromagnetic pickup each time the rotor rotates by a certain angle. Outputs a pulse signal. The frequency of this pulse signal corresponds to the actual speed of the vehicle 1. In the HC-ECU 5a and the VSC-ECU 6, the frequency of the signal input from the vehicle speed sensor 7 is determined, and the frequency is converted into the vehicle speed.

FIG. 2 is a block diagram showing the configuration of the hybrid drive mechanism 5 according to the embodiment.

The hybrid drive mechanism 5 according to this embodiment has a so-called series type configuration. The hybrid drive mechanism 5 includes an engine 11, a generator motor (MG1) 12, a drive motor (MG2) 13, a battery 14, and a PCU (Power Control Unit) 15.

Engine 11 is, for example, a gasoline engine.

The generator motor 12 is, for example, a permanent magnet synchronous motor. The rotating shaft of the generator motor 12 is mechanically connected to the crankshaft of the engine 11 via a gear (not shown). For example, an engine output gear is supported non-rotatably on the crankshaft of the engine 11, a motor gear is supported non-rotatably on the rotating shaft of the generator motor 12, and the engine output gear and the motor gear mesh with each other.

The drive motor 13 is, for example, a permanent magnet synchronous motor larger than the generator motor 12. A rotating shaft of the drive motor 13 is connected to a drive system 16 of the vehicle 1. The drive system 16 includes a differential gear, and the power of the drive motor 13 is transmitted to the differential gear, and from the differential gear is distributed and transmitted to drive wheels 17 consisting of left and right front wheels or rear wheels. As a result, the left and right drive wheels 17 rotate, and the vehicle 1 moves forward or backward.

The battery 14 is a battery pack that is a combination of a plurality of secondary batteries. The secondary battery is, for example, a lithium ion battery. The battery 14 outputs DC power of approximately 200V (volts) to 350V, for example.

The PCU 15 is a unit for controlling the driving of the generator motor 12 and the drive motor 13, and includes a first inverter 21, a second inverter 22, and a converter 23.

When starting the engine 11, the DC power output from the battery 14 is boosted by the converter 23, the boosted DC power is converted to AC power by the first inverter 21, and the AC power is supplied to the generator motor 12. As a result, the generator motor 12 is operated in power running, and the engine 11 is motored (cranked) by the generator motor 12 . When the ignition plug of the engine 11 is sparked while the rotational speed of the crankshaft of the engine 11 is increased to the rotational speed necessary for starting by motoring, the engine 11 is started.

When the vehicle 1 is running, the drive motor 13 is operated in power running, and the drive motor 13 generates power.

When the output required from the drive motor 13 is smaller than the output from the battery 14, the vehicle 1 travels in EV mode. That is, the engine 11 is stopped, the power generation motor 12 does not generate power, and power is supplied from the battery 14 to the drive motor 13, and the drive motor 13 is driven by the power.

On the other hand, when the output required from the drive motor 13 exceeds the output from the battery 14, the vehicle 1 travels in HV mode. That is, when the engine 11 is brought into operation and the generator motor 12 is operated to generate electricity (regenerative operation), the power of the engine 11 is converted into alternating current power by the generator motor 12 . Then, the AC power from the generator motor 12 is converted to DC power by the first inverter 21, the DC power output from the first inverter 21 is converted to AC power by the second inverter 22, and the AC power is used to drive the drive motor. 13, the drive motor 13 is driven.

Furthermore, when the remaining capacity of the battery 14 falls below a predetermined level, the generator motor 12 is operated to generate electricity while the engine 11 is running, regardless of whether the drive motor 13 is driven or stopped. At this time, the AC power from the generator motor 12 is converted into DC power by the first inverter 21, the DC power output from the first inverter 21 is stepped down by the converter 23, and the stepped down DC power is supplied to the battery 14. As a result, the battery 14 is charged.

When the vehicle 1 is decelerating, the drive motor 13 is operated regeneratively, and the power transmitted from the drive wheels 17 to the drive motor 13 is converted into AC power. At this time, the drive motor 13 acts as a resistance in the traveling drive system, and this resistance acts as a braking force (regenerative brake) that brakes the vehicle 1. At this time, in the PCU 15, the AC power supplied from the drive motor 13 to the second inverter 22 is converted into DC power by the second inverter 22, and the DC power output from the second inverter 22 is stepped down by the converter 23. Then, the battery 14 is charged by supplying the voltage-stepped DC power to the battery 14.

The hybrid drive mechanism 5 is equipped with an HC-ECU 5a. The HC-ECU 5a is connected to other ECUs via CAN to enable bidirectional communication. Various sensors necessary for control are connected to the HC-ECU 5a, and detection signals from the connected sensors are input. In addition to detection signals input from various sensors, information necessary for control is input to the HC-ECU 5a from other ECUs.

For example, a vehicle speed sensor 7 (see FIG. 1) is connected to the HC-ECU 5a, and the HC-ECU 5a calculates the vehicle speed (own vehicle speed) based on the detection signal (pulse signal frequency) of the vehicle speed sensor 7. be done. Furthermore, the HC-ECU 5a calculates the acceleration of the vehicle 1 (own vehicle acceleration) based on the own vehicle speed. Note that the own vehicle acceleration may be calculated by another ECU or may be calculated based on a detection signal from an acceleration sensor (not shown). Furthermore, an acceleration/deceleration request signal from the camera ECU 4a and a signal indicating the measurement result of the forward recognition camera 4 are input to the HC-ECU 5a. The measurement results may include the inter-vehicle distance between vehicle 1 and the preceding vehicle, the relative speed between vehicle 1 and the preceding vehicle, the vehicle speed of the preceding vehicle (preceding vehicle speed), the acceleration of the preceding vehicle (preceding vehicle acceleration), etc. . Note that the inter-vehicle distance, relative speed, preceding vehicle speed, and preceding vehicle acceleration may be calculated by the HC-ECU 5a or another ECU.

Vehicle 1 has an adaptive cruise control (ACC) as a driving support function.
Equipped with aptive cruise control function.

The ACC function is a follow-up driving function that causes the vehicle 1 to follow a preceding vehicle, which is another vehicle ahead of the vehicle 1. For example, the steering wheel is provided with an operation switch (not shown) related to the ACC function. The operation switches include an ACC main switch that turns on/off the ACC function, a set switch that sets the current vehicle speed of vehicle 1 as the set vehicle speed, a set distance changeover switch that changes the length of the distance between vehicle 1 and the preceding vehicle, and ACC. It includes a cancel switch that deactivates the function and a resume switch that reactivates the ACC function at the previously set vehicle speed.

When the ACC main switch is pressed, the ACC function is activated. Thereafter, when the set switch is pressed, the current vehicle speed of the vehicle 1 is set to the set vehicle speed. The set vehicle speed can be changed by pressing a resume switch or a set switch. That is, by pressing the resume switch, the set vehicle speed can be increased, and by pressing the set switch, the set vehicle speed can be decreased. Further, by pressing the set inter-vehicle distance changeover switch, for example, it is possible to switch between setting the inter-vehicle distance to a longer distance, a shorter distance, or an intermediate value.

When the set vehicle speed is set, the ECUs 4a, 5a, and 6 start ACC control (follow-up travel control) for realizing follow-up travel in which the vehicle 1 follows the preceding vehicle in front of it. In ACC control, depending on the presence or absence of a preceding vehicle, the vehicle automatically switches between following the preceding vehicle with the upper limit vehicle speed set at a set vehicle speed set by operating a switch, and constant-speed traveling at the set vehicle speed. During follow-up driving, the vehicle 1 is accelerated or decelerated so that the distance between the vehicle 1 and the preceding vehicle in front of it is maintained at the target distance.

Specifically, a target inter-vehicle distance (target inter-vehicle distance) between vehicle 1 and the preceding vehicle is set based on the vehicle speed of vehicle 1 (own vehicle speed), and the difference between the target inter-vehicle distance and the actual inter-vehicle distance is determined by the camera ECU 4a. The inter-vehicle distance deviation (=actual inter-vehicle distance - target inter-vehicle distance) is calculated. Furthermore, the relative speed between the vehicle 1 and the preceding vehicle is determined by the camera ECU 4a. Then, the camera ECU 4a sets a target acceleration of the vehicle 1 according to the inter-vehicle distance deviation and relative speed. A nonvolatile memory built into the microcomputer of the ECU 4a stores characteristics (relationships) of target acceleration with respect to inter-vehicle distance deviation and relative speed in the form of a map as a target acceleration map. Once the target acceleration is set, the hybrid drive mechanism 5 and brake actuator 3 are controlled so that the vehicle 1 accelerates or decelerates at the target acceleration (automatic acceleration, automatic braking).

FIG. 3 is a block diagram showing the functional configuration of the vehicle control device 10 according to the embodiment.

The vehicle control device 10 is a device (system) that is mounted on the vehicle 1 having the above configuration, for example, and performs processing for executing follow-up travel using ACC control. The vehicle control device 10 includes an acquisition section 101 , a target inter-vehicle distance setting section 102 , a target acceleration setting section 103 , an acceleration/deceleration control section 104 , and a correction section 105 . The acquisition unit 101, target inter-vehicle distance setting unit 102, target acceleration setting unit 103, acceleration/deceleration control unit 104, and correction unit 105 as these functional components are, for example, hardware as shown in FIGS. 1 and 2. , and software that controls them (for example, a program that controls the ECUs 4a, 5a, 6, etc.).

The acquisition unit 101 acquires various information necessary for execution of follow-up travel. The acquisition unit 101 acquires own vehicle speed, own vehicle acceleration, relative speed, preceding vehicle speed, preceding vehicle acceleration, inter-vehicle distance, and user setting values. The own vehicle speed is the vehicle speed of the vehicle 1 (own vehicle), and can be obtained based on, for example, a detection signal of the vehicle speed sensor 7. The own vehicle acceleration is the acceleration of the vehicle 1, and can be obtained based on, for example, changes in the own vehicle speed over time, detection results of an acceleration sensor, and the like. Note that negative acceleration is sometimes referred to as "deceleration." The relative speed is the difference in vehicle speed between the vehicle 1 and the preceding vehicle, and can be obtained based on, for example, the detection result of the forward recognition camera 4. The preceding vehicle speed is the vehicle speed of the preceding vehicle, and can be obtained, for example, based on the own vehicle speed and the relative speed. The preceding vehicle acceleration is the acceleration of the preceding vehicle, and can be obtained based on, for example, a change over time in the speed of the preceding vehicle. The inter-vehicle distance is the actual inter-vehicle distance between the vehicle 1 and the preceding vehicle, and can be obtained, for example, based on the detection result of the forward recognition camera 4. The user setting value is a value related to ACC control set by the driver of the vehicle 1, and may be, for example, a set vehicle speed, a set inter-vehicle distance, etc.

A target inter-vehicle distance setting unit 102 sets a target inter-vehicle distance during follow-up travel. A target inter-vehicle distance setting unit 102 sets a target inter-vehicle distance based on the own vehicle speed, a user setting value (set inter-vehicle distance), and the like. For example, the target inter-vehicle distance setting unit 102 sets the target inter-vehicle distance to increase as the own vehicle speed increases. Note that the target inter-vehicle distance setting unit 102 may set the target inter-vehicle distance using information other than the above (for example, road surface inclination angle, obstacle detection results, etc.).

The target acceleration setting unit 103 sets the target acceleration of the vehicle 1 based on the inter-vehicle distance deviation, which is the difference between the actual inter-vehicle distance and the target inter-vehicle distance, and the relative speed. The inter-vehicle distance deviation here is assumed to be the actual inter-vehicle distance minus the target inter-vehicle distance. Further, the relative speed here is assumed to be the speed of the preceding vehicle minus the speed of the own vehicle.

FIG. 4 is a diagram conceptually showing a method for setting a target acceleration according to the embodiment. As shown in FIG. 4, the target acceleration (positive acceleration) is set such that it increases as the inter-vehicle distance deviation increases, and decreases as the inter-vehicle distance deviation decreases. In other words, the target deceleration (negative acceleration) is set so that the smaller the inter-vehicle distance deviation is, the larger it is, and the larger the inter-vehicle distance deviation is, the smaller the target deceleration (negative acceleration) is. Further, the target acceleration (positive acceleration) is set so that it increases as the relative velocity increases, and decreases as the relative velocity decreases. In other words, the target deceleration (negative acceleration) is set so that the smaller the relative speed, the larger the target deceleration, and the larger the relative speed, the smaller the target deceleration (negative acceleration).

Acceleration/deceleration control section 104 (see FIG. 3) controls acceleration/deceleration of vehicle 1 based on the target acceleration (target deceleration) set by target acceleration setting section 103 as described above. The acceleration/deceleration control unit 104 according to this embodiment controls the output of the drive motor 13 so that the actual acceleration (deceleration) of the vehicle 1 becomes the target acceleration (target deceleration), and controls the output of the brake actuator 3 and the regenerative brake. Controls braking force.

The correction unit 105 corrects the target inter-vehicle distance set by the target inter-vehicle distance setting unit 102 as described above. The correction unit 105 performs a first correction process of correcting the target inter-vehicle distance based on the acceleration of the preceding vehicle when the preceding vehicle is decelerating and the vehicle 1 (own vehicle) is not accelerating during following driving. I do. Further, when the preceding vehicle is decelerating and the vehicle 1 is accelerating during following driving, the correction unit 105 corrects the target inter-vehicle distance based on the preceding vehicle acceleration and the host vehicle acceleration. 2. Perform correction processing. That is, in a situation where there is a possibility that the vehicle 1 and the preceding vehicle will suddenly approach each other during follow-up driving, the second correction process is performed that takes into account not only the acceleration of the preceding vehicle but also the acceleration of the own vehicle.

FIG. 5 is a diagram conceptually showing a method for correcting the target inter-vehicle distance according to the embodiment. The target inter-vehicle distance is corrected when the preceding vehicle acceleration is a negative value. As shown in FIG. 5, for example, the target inter-vehicle distance is corrected so that it increases as the deceleration of the preceding vehicle (the absolute value of the negative acceleration of the preceding vehicle) increases, and decreases as the deceleration of the preceding vehicle decreases. Furthermore, when the acceleration of the preceding vehicle is a negative value, for example, the target inter-vehicle distance increases as the own vehicle acceleration is large (the absolute value of the positive own vehicle acceleration is large); The larger the absolute value of the own vehicle's deceleration, the smaller the value is corrected.

The first correction process is performed in consideration of the acceleration of the preceding vehicle, and the second correction process is performed in consideration of both the acceleration of the preceding vehicle and the own vehicle acceleration. That is, the correction amount of the target inter-vehicle distance by the second correction process is larger than the correction amount of the target inter-vehicle distance by the first correction process. For example, the target inter-vehicle distance after correction by the second correction process is larger than the target inter-vehicle distance after correction by the first correction process, since the correction amount based on the own vehicle acceleration is added. As shown in FIG. 4, as the target inter-vehicle distance increases, the inter-vehicle distance deviation becomes smaller (the absolute value of the negative value becomes larger), and the target deceleration becomes larger. That is, by performing the second correction process, the deceleration timing during follow-up travel becomes earlier than in the case of the first correction process.

Further, the correction unit 105 does not perform the second correction process if the inter-vehicle distance is smaller than the predetermined distance even if the preceding vehicle is decelerating and the own vehicle is accelerating during following driving. It may be configured as follows. If the inter-vehicle distance is small to a certain extent, it is estimated that the braking operation (operation of automatic brakes) of the own vehicle has already started, and therefore it is considered that there is little need to advance the braking timing by the second correction process. Therefore, as described above, by not performing the second correction process when the inter-vehicle distance is smaller than the predetermined distance, it is possible to suppress excessive braking operation during follow-up travel.

In addition, even if the preceding vehicle is decelerating and the own vehicle is accelerating during following driving, the correction unit 105 is configured to adjust the correction unit 105 when the relative speed (preceding vehicle speed - own vehicle speed) is greater than the predetermined speed. may be configured not to perform the second correction process. When the relative speed is high to a certain extent, it is unlikely that the inter-vehicle distance will shorten rapidly, so it is considered that there is little need to advance the braking timing by the second correction process. Therefore, as described above, by not performing the second correction process when the relative speed is higher than the predetermined speed, it is possible to suppress excessive braking operation during follow-up travel. For example, by setting the predetermined speed to 0 km/h, the situation in which the second correction process is executed can be limited to when the relative speed is a negative value, that is, when the own vehicle approaches the preceding vehicle. Further, the predetermined speed may be a positive value. As a result, even if the preceding vehicle is moving away from the own vehicle, it is possible to execute the second correction process in a situation where it is thought that there is a possibility that the inter-vehicle distance may suddenly decrease due to sudden braking of the preceding vehicle, etc. can. The predetermined speed in this case may be, for example, 5 km/h, 10 km/h, etc.

FIG. 6 is a flowchart showing processing in the vehicle control device 10 according to the embodiment.

First, it is determined whether or not follow-up travel is being executed (S101), and if follow-up travel is not being executed (S101: No), this routine ends (END). If the following driving is being executed (S101: Yes), the target inter-vehicle distance setting unit 102 sets the target inter-vehicle distance based on the own vehicle speed, the user-set value, etc. (S102), and the target acceleration setting unit 103: An inter-vehicle distance deviation is calculated based on the actual inter-vehicle distance and the target inter-vehicle distance (S103).

After that, the correction unit 105 determines whether the preceding vehicle is decelerating (S104). If the preceding vehicle is not decelerating (S104: No), the target acceleration setting unit 103 sets a target acceleration based on the current inter-vehicle distance deviation and relative speed (S105), and the acceleration/deceleration control unit 104 Acceleration and deceleration of the vehicle 1 is controlled based on the target acceleration (S106). That is, when the preceding vehicle is not decelerating, the target acceleration is set based on the inter-vehicle distance deviation calculated from the uncorrected target inter-vehicle distance, and the acceleration/deceleration of the vehicle 1 is controlled based on the target acceleration. Ru. After that, step S101 is executed again (return).

On the other hand, if the preceding vehicle is decelerating (S104: Yes), the correction unit 105 determines whether or not the own vehicle is accelerating (S107). If the host vehicle is not accelerating (S107: No), the correction unit 105 corrects the target inter-vehicle distance by the first correction process (S108), and the target acceleration setting unit 103 calculates the actual inter-vehicle distance and the corrected target distance. The inter-vehicle distance deviation is recalculated based on the inter-vehicle distance (S109). After that, steps S105 and S106 are executed. That is, in this case, the acceleration/deceleration of the vehicle 1 is controlled based on the target acceleration reset based on the target inter-vehicle distance corrected by the first correction process.

On the other hand, if the host vehicle is accelerating (S107: Yes), the correction unit 105 determines whether the inter-vehicle distance is smaller than a predetermined distance (S110). If the inter-vehicle distance is smaller than the predetermined distance (S110: Yes), the correction unit 105 corrects the target inter-vehicle distance by a first correction process (S108), and then steps S109, S105, and S106 are executed again. That is, in this case, the acceleration/deceleration of the vehicle 1 is controlled based on the target acceleration reset based on the target inter-vehicle distance corrected by the first correction process.

On the other hand, if the inter-vehicle distance is not smaller than the predetermined distance (or more than the predetermined distance) (S110: No), the correction unit 105 determines whether the relative speed (preceding vehicle speed - host vehicle speed) is greater than the predetermined speed. (S111). If the relative speed is greater than the predetermined speed (S111: Yes), the correction unit 105 corrects the target inter-vehicle distance by a first correction process (S108), and then steps S109, S105, and S106 are executed again. That is, in this case, the acceleration/deceleration of the vehicle 1 is controlled based on the target acceleration reset based on the target inter-vehicle distance corrected by the first correction process.

On the other hand, if the relative speed is not greater than the predetermined speed (less than or equal to the predetermined speed) (S111: No), the correction unit 105 corrects the target inter-vehicle distance by a second correction process (S112), and then steps S109, S105, S106 is executed again. That is, in this case, the acceleration/deceleration of the vehicle 1 is controlled based on the target acceleration reset based on the target inter-vehicle distance corrected by the second correction process.

As described above, according to the vehicle control device 10 according to the present embodiment, when the preceding vehicle is decelerating and the own vehicle is accelerating during following driving, the target inter-vehicle distance is adjusted by the second correction process. The deceleration timing is made earlier than when the first correction process is performed. This makes it possible to suppress delays in deceleration timing during follow-up travel. Furthermore, by limiting the situations in which the second correction process is performed to cases where the inter-vehicle distance is greater than or equal to a predetermined distance or when the relative speed is less than or equal to a predetermined speed, it is possible to suppress excessive braking operation during follow-up travel.

In addition, in the said embodiment, although the structure which mounted the vehicle control apparatus 10 in the vehicle 1 provided with the series type hybrid drive mechanism 5 was illustrated, the embodiment of this invention is not limited to this. For example, the vehicle control device 10 is installed in a vehicle that uses an engine as a drive source, a vehicle that uses a hybrid drive mechanism other than a series type (for example, a split type, a parallel type, etc.) as a drive source, an electric vehicle, a fuel cell vehicle, etc. Good too.

A program that causes a computer (ECU) to execute processing for realizing the functions of the vehicle control device 10 as described above is a file in an installable format or an executable format, and can be stored on a CD-ROM, CD-R, memory card, etc. It may be stored in a computer-readable storage medium such as a DVD (Digital Versatile Disk) or a flexible disk (FD) and provided as a computer program product. Alternatively, the program may be provided by being stored on a computer connected to a network such as the Internet and downloaded via the network. Further, the program may be provided or distributed via a network such as the Internet.

Although the embodiments of the present invention have been described above, the above embodiments are presented as examples and are not intended to limit the scope of the invention. This novel embodiment can be implemented in various other forms, and various omissions, substitutions, and changes can be made without departing from the gist of the invention. This embodiment and its modifications are included within the scope and gist of the invention, as well as within the scope of the invention described in the claims and its equivalents.

1 Vehicle 3 Brake actuator 4 Forward recognition camera 4a Camera ECU
5 Hybrid drive mechanism 5a HC-ECU
6 VSC-ECU
7 vehicle speed sensor 10 vehicle control device 11 engine 12 power generation motor 13 drive motor 14 battery 15 PCU
16 Drive system 17 Drive wheel 21 First inverter 22 Second inverter 23 Converter 101 Acquisition section 102 Target inter-vehicle distance setting section 103 Target acceleration setting section 104 Acceleration/deceleration control section 105 Correction section

Claims (3)

A vehicle control device that performs processing for executing follow-up driving in which the own vehicle travels so that an inter-vehicle distance between the own vehicle and a preceding vehicle is maintained at a target inter-vehicle distance,
a target acceleration setting unit that sets a target acceleration of the own vehicle based on a difference between the inter-vehicle distance and the target inter-vehicle distance and a relative speed between the own vehicle and the preceding vehicle;
an acceleration/deceleration control unit that controls acceleration/deceleration of the own vehicle based on the target acceleration;
When the preceding vehicle is decelerating and the own vehicle is not accelerating during the following driving, a first correction process is performed to correct the target inter-vehicle distance based on the acceleration of the preceding vehicle; When the preceding vehicle is decelerating and the own vehicle is accelerating during the following driving, the target inter-vehicle distance is corrected based on the acceleration of the preceding vehicle and the acceleration of the own vehicle. a correction unit that performs a second correction process;
Equipped with
The correction unit is configured to adjust the correction unit to adjust the second distance when the following distance is smaller than a predetermined distance even when the preceding vehicle is decelerating and the own vehicle is accelerating. No correction processing,
Vehicle control device. A vehicle control device that performs processing for executing follow-up driving in which the own vehicle travels so that an inter-vehicle distance between the own vehicle and a preceding vehicle is maintained at a target inter-vehicle distance,
a target acceleration setting unit that sets a target acceleration of the own vehicle based on a difference between the inter-vehicle distance and the target inter-vehicle distance and a relative speed between the own vehicle and the preceding vehicle;
an acceleration/deceleration control unit that controls acceleration/deceleration of the own vehicle based on the target acceleration;
When the preceding vehicle is decelerating and the own vehicle is not accelerating during the following driving, a first correction process is performed to correct the target inter-vehicle distance based on the acceleration of the preceding vehicle; When the preceding vehicle is decelerating and the own vehicle is accelerating during the following driving, the target inter-vehicle distance is corrected based on the acceleration of the preceding vehicle and the acceleration of the own vehicle. a correction unit that performs a second correction process;
Equipped with
The correction unit is configured such that the relative speed obtained by subtracting the own vehicle speed from the preceding vehicle speed is a predetermined value even if the preceding vehicle is decelerating and the own vehicle is accelerating during the following traveling. If the speed is greater than the speed, the second correction process is not performed.
Vehicle control device. the predetermined speed is a positive value;
The vehicle control device according to claim 2.

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