WO2023054195A1 - 車両制御装置及び車両制御プログラム - Google Patents

車両制御装置及び車両制御プログラム Download PDF

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Publication number
WO2023054195A1
WO2023054195A1 PCT/JP2022/035500 JP2022035500W WO2023054195A1 WO 2023054195 A1 WO2023054195 A1 WO 2023054195A1 JP 2022035500 W JP2022035500 W JP 2022035500W WO 2023054195 A1 WO2023054195 A1 WO 2023054195A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
deceleration
acceleration
maximum
control
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2022/035500
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English (en)
French (fr)
Japanese (ja)
Inventor
遼太郎 荒木
洋平 増井
勇士 小坂
直紀 楠本
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Toyota Motor Corp
Original Assignee
Denso Corp
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Denso Corp, Toyota Motor Corp filed Critical Denso Corp
Priority to JP2023551429A priority Critical patent/JPWO2023054195A1/ja
Publication of WO2023054195A1 publication Critical patent/WO2023054195A1/ja
Priority to US18/620,710 priority patent/US12606165B2/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B60W30/165—Automatically following the path of a preceding lead vehicle, e.g. "electronic tow-bar"
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/143—Speed control
    • B60W30/146—Speed limiting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B60W30/162—Speed limiting therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18163—Lane change; Overtaking manoeuvres
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/04—Traffic conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/10—Number of lanes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/404—Characteristics
    • B60W2554/4041—Position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
    • B60W2555/60—Traffic rules, e.g. speed limits or right of way
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • B60W2720/106—Longitudinal acceleration

Definitions

  • the disclosure of this specification relates to a vehicle control device and a vehicle control program.
  • a vehicle control device a device that controls the acceleration and deceleration of the own vehicle while the own vehicle is running is known.
  • leading vehicle follow-up control is known as acceleration/deceleration control.
  • the own vehicle is controlled so as to maintain a predetermined inter-vehicle distance with respect to the preceding vehicle traveling in front of the own vehicle. Acceleration/deceleration of is controlled (see, for example, Patent Document 1).
  • a vehicle in the adjacent lane in the direction indicated by the direction indicator is selected as the target vehicle, and the speed of the own vehicle is controlled in accordance with the speed of the target vehicle.
  • the present disclosure has been made in view of the above problems, and its main purpose is to provide a vehicle control device and a vehicle control program that can properly perform acceleration/deceleration control of the own vehicle.
  • a vehicle control device that performs acceleration/deceleration support by controlling acceleration/deceleration of the own vehicle when the own vehicle is running, an acquisition unit that acquires factor information indicating factors that cause the host vehicle to accelerate or decelerate when the vehicle travels while the acceleration/deceleration control is being performed; a setting unit that sets at least one of maximum deceleration, which is the maximum value of deceleration when the vehicle decelerates, and maximum acceleration, which is the maximum value of acceleration when the vehicle accelerates, based on the factor information; , A function of performing deceleration control of the own vehicle with the maximum deceleration as an upper limit when the own vehicle is decelerating, and a function of performing acceleration control of the own vehicle with the maximum acceleration as the upper limit when the own vehicle is accelerating. an acceleration/deceleration control unit having at least one of Prepare.
  • At least one of the maximum deceleration and maximum acceleration of the own vehicle is set based on factor information that causes acceleration and deceleration of the own vehicle when the vehicle is running, and the maximum deceleration is set as the upper limit during deceleration, and the maximum acceleration is set during acceleration.
  • the acceleration/deceleration control of the host vehicle is implemented.
  • at least one of the deceleration and acceleration of the own vehicle can be appropriately controlled in accordance with the factors of acceleration and deceleration each time, and there is no inconvenience that the vehicle behind is forced to decelerate rapidly due to the deceleration of the own vehicle. , the inconvenience that the driver of the own vehicle feels a sense of danger due to acceleration can be suppressed. As a result, it is possible to properly accelerate and decelerate the host vehicle.
  • This disclosure also provides A vehicle control program that is executed by a computer in order to perform acceleration/deceleration support by controlling acceleration/deceleration of the own vehicle when the own vehicle is running, a step of acquiring factor information indicating a factor of acceleration or deceleration of the own vehicle when the vehicle travels while the acceleration/deceleration control is being performed; setting at least one of a maximum deceleration, which is the maximum value of deceleration when the host vehicle decelerates, and a maximum acceleration, which is the maximum value of acceleration when the host vehicle accelerates, based on the factor information; a step of performing deceleration control of the own vehicle with the maximum deceleration as an upper limit when the own vehicle is decelerating; and a step of performing acceleration control of the own vehicle with the maximum acceleration as an upper limit when the own vehicle is accelerating. performing at least one of including.
  • the vehicle control program it is possible to suppress the inconvenience that the vehicle behind is forced to decelerate rapidly due to the deceleration of the own vehicle, and the inconvenience that the driver of the own vehicle feels a sense of danger due to the acceleration. As a result, it is possible to properly accelerate and decelerate the own vehicle.
  • FIG. 1 is a configuration diagram showing an overview of a vehicle control system
  • FIG. 2 is a diagram showing an example of a driving scene of the own vehicle
  • FIG. 3 is a flowchart showing the processing procedure of acceleration/deceleration control in the first embodiment
  • FIG. 4 is a diagram showing an example of a driving scene of the own vehicle
  • FIG. 5 is a flow chart showing the processing procedure of acceleration/deceleration control in the second embodiment.
  • the vehicle control device of the present embodiment is mounted on a vehicle, has an ACC (adaptive cruise control) function, and travels while following a preceding vehicle traveling on the course of the own vehicle in front of the own vehicle. follow-up control is performed.
  • ACC adaptive cruise control
  • the camera sensor 21 is composed of a CCD camera, a CMOS image sensor, a near-infrared camera, and the like. Note that the camera sensor 21 may be a monocular camera or a stereo camera.
  • a front camera, a rear camera and a side camera are provided as the camera sensor 21, a front camera, a rear camera and a side camera are provided as the camera sensor 21, a front camera, a rear camera and a side camera are provided as the camera sensor 21, a front camera, a rear camera and a side camera are provided as the camera sensor 21, a front camera, a rear camera and a side camera are provided. The front camera and the rear camera are installed at a predetermined height in the center of the vehicle in the vehicle width direction, such as near the upper end of the windshield and near the upper end of the rear window, respectively, and cover an area that extends in a predetermined angular range toward the front and rear of the vehicle. Take an image.
  • the side cameras are mounted on both sides of the vehicle in the left-right direction, for example, near the front door or near the rear door, and capture images of an area extending in a predetermined angular range toward both sides in the left-right direction of the vehicle.
  • the camera sensor 21 detects moving objects such as vehicles and pedestrians, white lines on the road surface, information on red signals at intersections, traffic signs such as pedestrian crossings and speed limits, and various signs on the road surface around the vehicle. Detect as information.
  • the radar sensor 22 uses directional electromagnetic waves (search waves) such as millimeter waves and lasers to detect objects around the vehicle.
  • the radar sensors 22 are attached to the front end, the rear end, and the side ends of the vehicle, and scan the entire surrounding area of the vehicle with radar signals at predetermined time intervals.
  • the radar sensors 22 acquires the distance between the host vehicle and the preceding vehicle, the relative speed to the preceding vehicle, the relative acceleration to the preceding vehicle, etc. as the preceding vehicle information.
  • the acquired preceding vehicle information (object information) is input to the ECU 10 .
  • the vehicle speed sensor 23 is attached to a wheel, for example, and detects the vehicle speed of the own vehicle based on the rotational speed of the wheel. A detection signal of the vehicle speed sensor 23 is input to the ECU 10 . Also, the self-position sensor 24 detects the current position of the vehicle. Examples of the self-position sensor 24 include GPS, gyro sensor, and the like. Information on the detected vehicle position is input to the ECU 10 . The direction indicator 25 outputs to the ECU 10 an ON signal in the left-right direction according to the driver's operation.
  • the navigation device 26 calculates the current position of the vehicle using, for example, a GPS signal received by a GPS receiver, and searches for a route from the calculated current position to a destination, provides route guidance, and the like. .
  • the navigation device 26 can acquire information on road curves and information on the width of the road on which the vehicle is traveling, etc., from road information transmitted from a server (not shown). Also, by using the map database, it is possible to obtain positional information on intersections and positions of traffic lights on the road on which the vehicle is traveling. Information acquired by the navigation device 26 is input to the ECU 10 .
  • the accelerator device 31 is a device that accelerates the own vehicle, such as a driving motor or an engine of the vehicle.
  • the brake device 32 is a deceleration device that decelerates the host vehicle, and is, for example, a hydraulic or electric brake device.
  • the ECU 10 is an electronic control unit equipped with a well-known microcomputer consisting of a CPU, ROM, RAM, flash memory, and the like.
  • the ECU 10 refers to the arithmetic program and control data stored in the memory and performs follow-up control so that the vehicle follows the preceding vehicle traveling in front of the own vehicle.
  • the follow-up control the target speed of the host vehicle is set, and the target speed is set as the upper limit speed, and the follow-up control is performed so as to follow the preceding vehicle traveling in front of the host vehicle.
  • the ECU 10 Based on information input from the camera sensor 21, the ECU 10 recognizes a vehicle traveling ahead in the own lane as a preceding vehicle.
  • the acceleration and deceleration of the own vehicle are controlled so that the inter-vehicle distance to the preceding vehicle detected by the radar sensor 22 is maintained at a predetermined distance.
  • acceleration by the accelerator device 31 and deceleration by the brake device 32 are appropriately controlled.
  • the ECU 10 when the vehicle is performing the follow-up control, if there is another vehicle in front of the adjacent lane of the lane change destination when the own vehicle changes lanes, the ECU 10 newly follows the other vehicle.
  • Follow-up control is continued as the preceding vehicle of the other party.
  • the ECU 10 recognizes the driver's lane change command based on the ON signal of the direction indicator 25 and switches the preceding vehicle.
  • the ECU 10 When changing lanes, the ECU 10 appropriately decelerates the host vehicle in order to adjust the inter-vehicle distance from the other vehicle, which is the new preceding vehicle, in the adjacent lane.
  • FIG. 2 shows two lanes on each side of the road, R1 being the left lane and R2 being the right lane.
  • R1 being the left lane
  • R2 being the right lane.
  • the own vehicle M1 the preceding vehicle M2 in front of the own vehicle
  • the rear vehicle M3 in the rear of the own vehicle
  • a front adjacent vehicle M4 is running
  • a rear adjacent vehicle M5 is running around the rear of the own vehicle M1.
  • the left lane R1 is the own lane
  • the right lane R2 is the adjacent lane.
  • follow-up control is performed on the own vehicle M1 with the preceding vehicle M2 as the preceding vehicle.
  • the deceleration control of the host vehicle M1 is performed accordingly.
  • the own vehicle M1 changes lanes from its own lane (left lane R1) to the adjacent lane (right lane R2)
  • the preceding vehicle to be followed is switched from the immediately preceding vehicle M2 to the forward adjacent vehicle M4.
  • the vehicle M1 is speed-controlled in accordance with the inter-vehicle distance from the preceding vehicle M4. If it is small, there is concern that the own vehicle M1 will suddenly decelerate, and that the rear adjacent vehicle M5 will be forced to decelerate rapidly due to the deceleration.
  • the deceleration of the own vehicle may affect other vehicles other than when changing lanes as described above.
  • the vehicle is decelerated when the road in front of the vehicle is curved or when the road width is narrowed due to a decrease in the number of lanes.
  • the vehicle is decelerated when the traffic light at the intersection ahead of the vehicle is red, when there is a pedestrian crossing ahead of the vehicle, or when the speed limit sign indicates a deceleration instruction. Even if the vehicle decelerates due to the road shape, intersection information, and traffic signs as described above, if the deceleration is unpredictable for the vehicles behind, there is concern that the vehicles behind will be forced to decelerate rapidly. be done.
  • the vehicle when the vehicle is traveling in a state where acceleration/deceleration control is being performed, factor information indicating factors that cause the vehicle to decelerate is acquired, and based on the factor information, a decrease in the velocity of the own vehicle during deceleration is determined. Sets the maximum deceleration, which is the maximum speed. Then, deceleration control of the host vehicle is performed with the maximum deceleration as the upper limit. Also, if acceleration is determined by positive acceleration and deceleration is determined by negative acceleration, the maximum deceleration is the maximum acceleration on the negative side.
  • FIG. 3 is a flowchart showing the processing procedure of acceleration/deceleration control.
  • the processing shown in FIG. 3 is repeatedly executed by the ECU 10 at predetermined intervals during execution of follow-up control (ACC control).
  • ACC control follow-up control
  • step S11 factor information that causes the vehicle to decelerate is acquired.
  • the traffic information includes at least one of road geometry, intersection information, and traffic signs.
  • the road shape includes information on the curve of the road in front of the vehicle, information on the width of the road on which the vehicle is running, and the like.
  • the intersection information includes information such as the red signal of the traffic light at the intersection. Traffic signs include pedestrian crossings, speed limit signs, and the like. Traffic information is acquired from the camera sensor 21 and the navigation device 26 .
  • step S12 the ECU 10 calculates a first deceleration D1, a second deceleration D2, and a third deceleration D3 according to the running condition of the host vehicle, and based on the respective decelerations D1 to D3, , the current deceleration command value of the own vehicle is calculated.
  • Steps S12 and S13 are calculation processes for calculating the first deceleration D1
  • steps S14 to S22 are calculation processes for calculating the second deceleration D2
  • steps S31 to S38 are calculation processes for calculating the third deceleration D3. processing.
  • the procedure for calculating each deceleration D1 to D3 will be described in detail below.
  • step S12 it is determined whether or not there is a preceding vehicle to be followed in the own lane.
  • the preceding vehicle M2 is running in front of the own vehicle M1 and follow-up control is being performed with the immediately preceding vehicle M2 as the follower, the result in step S12 is affirmative.
  • the process proceeds to step S13 to calculate a first deceleration D1, which is the deceleration of the host vehicle M1 relative to the preceding vehicle M2.
  • the ECU 10 calculates the first deceleration D1 in order to decelerate the host vehicle M1 if the inter-vehicle distance to the preceding vehicle M2 is reduced.
  • step S13 is skipped, that is, the process proceeds to step S14 without calculating the first deceleration D1.
  • the second deceleration D2 is calculated based on the other vehicles traveling in the lanes adjacent to the lane change destination.
  • the front adjacent vehicle M4 and the rear adjacent vehicle M5 are running in the right lane R2, which is the adjacent lane.
  • a second deceleration D2 is calculated as the deceleration of the host vehicle M1 with respect to the forward adjacent vehicle M4.
  • the second deceleration D2 is subjected to upper limit guarding by the maximum decelerations D2max1 and D2max2 to limit deceleration.
  • step S14 it is determined whether or not there is a lane change command from the driver. Specifically, it is determined whether or not the ON signal of the direction indicator 25 has been acquired, and if the ON signal of the direction indicator 25 has been acquired, step S14 is affirmative. If the driver has issued a lane change command, the process advances to step S15 to determine whether or not the forward adjacent vehicle M4 exists in the adjacent lane to which the lane change destination is located. Then, if the forward adjacent vehicle M4 is present, the process proceeds to step S16 to calculate the second deceleration D2.
  • the ECU 10 calculates a second deceleration D2 to decelerate the host vehicle M1 according to the inter-vehicle distance to the forward adjacent vehicle M4 (here, particularly, the distance in the straight-ahead direction of the host vehicle). At this time, the smaller the inter-vehicle distance to the forward adjacent vehicle M4, the larger the value of the second deceleration D2 in order to increase the deceleration of the host vehicle M1. If either step S14 or S15 is negative, steps S16 to S22 are skipped, that is, the process proceeds to step S31 without calculating the second deceleration D2.
  • step S17 it is determined whether or not the vehicle M1 is equipped with a camera sensor 21 or a radar sensor 22 whose detection area is the rear side area of the vehicle M1 as the rear side sensor.
  • the process proceeds to step S18, and the rear adjacent vehicle M5 moves into the adjacent lane of the lane change destination. determines whether exists.
  • the maximum deceleration D2max1 of the second deceleration D2 is set.
  • the maximum deceleration D2max1 is an upper limit value for limiting the second deceleration D2, which is the deceleration of the own vehicle M1 relative to the forward adjacent vehicle M4, and is preferably a predetermined fixed value, for example.
  • step S17 if it is determined that the rear side sensor is not mounted on the host vehicle M1, that is, if step S17 is negative, step S18 is skipped and the process proceeds to step S19, where the maximum deceleration of the second deceleration D2 is reached.
  • the maximum deceleration D2max2 of the second deceleration D2 is set in step S20.
  • the maximum deceleration D2max2 like the maximum deceleration D2max1, is an upper limit value for limiting the second deceleration D2, which is the deceleration of the own vehicle M1 relative to the forward adjacent vehicle M4, and is, for example, a predetermined fixed value. Good.
  • the maximum deceleration D2max1 is set to a value smaller than the maximum deceleration D2max2.
  • step S21 it is determined whether or not the second deceleration D2 is greater than the maximum deceleration D2max, which is either the maximum deceleration D2max1 or D2max2. If the second deceleration D2 is greater than the maximum decelerations D2max1 and D2max2, then in step S22 the second deceleration D2 is changed to either the maximum deceleration D2max1 or D2max2. If the second deceleration D2 is not greater than the maximum decelerations D2max1 and D2max2, step S22 is skipped and the process proceeds to step S31. Thereby, the second deceleration D2 is limited by either the maximum deceleration D2max1 or D2max1.
  • the second deceleration D2 is set to the maximum deceleration D2max (D2max1 or D2max2), and the deceleration is limited by the maximum deceleration D2max, whereas the first deceleration D1 is not limited because the maximum deceleration is not set. Therefore, when the own vehicle changes lanes, the maximum deceleration is set smaller than when the own vehicle does not change lanes. In other words, when the vehicle is decelerated when changing lanes, the degree of deceleration restriction is greater than when the vehicle is decelerated when the vehicle is not changing lanes.
  • the third deceleration D3 is calculated based on the traffic information. For example, when information is obtained that the road is curved in front of the vehicle as the road shape, information about the width of the road on which the vehicle is traveling, and information about the red light of the traffic light at the intersection is obtained as the intersection information.
  • the third deceleration D3 is calculated based on the acquired traffic information when a pedestrian crossing or a speed limit sign is acquired as the traffic sign. Also, the third deceleration D3 is subjected to upper limit guarding by the maximum decelerations D3max1 and D3max2 to limit deceleration.
  • step S31 it is determined whether or not traffic information including at least one of road shape, intersection information, and traffic signs has been acquired as factor information. Then, if the above traffic information has been acquired, the process proceeds to step S32, and the third deceleration D3 is calculated based on the acquired traffic information.
  • the ECU 10 calculates the vehicle speed according to the curvature of the curved road. to decelerate the third deceleration D3. At this time, the third deceleration D3 is set to a larger value as the curvature of the curved road increases. Further, when information about the road width of the road on which the vehicle is traveling is obtained as the road shape, the ECU 10 sets the third deceleration D3 to decelerate the vehicle in accordance with the decrease in the road width. At this time, the third deceleration D3 is set to a larger value as the degree of road width reduction increases.
  • the ECU 10 calculates the third deceleration D3 so as to stop the host vehicle at the stop line of the intersection based on the red light information.
  • the ECU 10 calculates the third deceleration D3 so as to stop the vehicle in front of the crosswalk based on the pedestrian crossing sign.
  • the ECU 10 determines a third deceleration D3 to decelerate the own vehicle to the speed limit.
  • step S31 If traffic information has not been acquired, that is, if step S31 is negative, skip steps S32 to S38, that is, proceed to step S39 without calculating the third deceleration D3.
  • step S33 After calculating the third deceleration D3 in step S32, in step S33, it is determined whether or not the camera sensor 21 or the radar sensor 22 whose detection area is the rear area of the vehicle M1 is mounted on the vehicle M1. judge. In this embodiment, when it is determined that the rear sensor is mounted on the own vehicle M1, that is, when step S33 is affirmative, the process proceeds to step S34 to determine whether or not the rear vehicle M3 exists. .
  • step S34 it is determined whether or not there is a rear vehicle M3. Then, when it is determined that there is a rear vehicle M3, that is, when step S34 is affirmative, in step S35, the maximum deceleration D3max1 of the third deceleration D3 is set.
  • the maximum deceleration D3max1 is an upper limit value for limiting the third deceleration D3, which is the deceleration of the host vehicle M1 based on traffic information, and may be a predetermined fixed value, for example. Further, the maximum deceleration D3max1 is preferably set to a value larger than the maximum deceleration D2max1 when there is a following vehicle when changing lanes.
  • the degree of restriction on deceleration becomes smaller than when the own vehicle is decelerated when changing lanes.
  • the degree of deceleration restriction is as follows: "restriction of deceleration when changing lanes” > "restriction of deceleration based on traffic information” > "restriction of deceleration when there is a vehicle in front and no lane change" becomes.
  • step S34 is skipped and step S35 is entered to set the maximum deceleration D3max1 of the second deceleration D2. set. That is, the maximum deceleration D3max1 of the third deceleration D3 is set regardless of whether the presence of the rear vehicle M3 is detected.
  • the maximum deceleration D3max2 of the third deceleration D3 is set.
  • the maximum deceleration D3max2 like the maximum deceleration D3max1, is an upper limit value for limiting the third deceleration D3, which is the deceleration of the host vehicle M1 based on traffic information, and is, for example, a predetermined fixed value. Good.
  • the maximum deceleration D3max1 is set to a value smaller than the maximum deceleration D3max2.
  • step S37 it is determined whether or not the third deceleration D3 is greater than the maximum deceleration D3max, which is either the maximum deceleration D3max1 or D3max2.
  • the third deceleration D3 is changed to either the maximum deceleration D3max1 or D3max2. If the third deceleration D3 is not greater than the maximum decelerations D3max1 and D3max2, step S38 is skipped and the process proceeds to step S39. As a result, the third deceleration D3 is limited by either the maximum deceleration D3max1 or D2max2.
  • a deceleration command value is determined based on the calculated decelerations D1 to D3. Then, the host vehicle is decelerated based on the determined deceleration command value. Specifically, among the decelerations D1 to D3, the deceleration with the largest deceleration value, that is, the deceleration with the largest deceleration value, is determined as the deceleration command value, and the host vehicle is decelerated based on the deceleration command value.
  • the deceleration command value a deceleration command value that is, the deceleration with the largest deceleration value.
  • the larger one of the calculated decelerations is determined as the deceleration command value. Further, when one of the decelerations D1 to D3 is calculated as the deceleration, the calculated deceleration is determined as the deceleration command value.
  • the maximum deceleration of the vehicle is set based on the factor information that indicates the factors that cause the vehicle to decelerate, and deceleration control of the vehicle is performed with that maximum deceleration as the upper limit.
  • the fact that there is an adjacent vehicle in front is acquired as factor information, and if there is an adjacent vehicle in front, the maximum deceleration D2max of the vehicle relative to the adjacent vehicle in front is set. bottom.
  • the own vehicle changes lanes, it is conceivable that the own vehicle decelerates in line with the deceleration of the adjacent vehicle in front. Since the maximum deceleration D2max1 and D2max2 of the vehicle relative to the adjacent vehicle in front has been set on the condition that a lane change command has been issued to the effect that the vehicle will change lanes, when changing lanes, the speed of the adjacent vehicle in front does not exceed the speed of the vehicle. In addition, when the own vehicle is decelerated, the deceleration of the own vehicle can be restricted, and it is possible to prevent the following vehicle from being forced to decelerate rapidly due to the deceleration of the own vehicle.
  • the deceleration is not restricted in order to avoid collision with the preceding vehicle traveling in the own lane (same lane).
  • the degree of restriction of deceleration is allowed to be increased because the possibility of collision with the forward adjacent vehicle traveling in the adjacent lane is low.
  • the maximum deceleration is set so that the degree of deceleration restriction is greater than when not changing lanes, so the possibility of collision with other vehicles is taken into account. Appropriate speed control can be implemented.
  • the maximum deceleration D2max1 of the own vehicle with respect to the front adjacent vehicle is set to a degree of restriction of deceleration compared to when it is not determined that the rear adjacent vehicle exists. set to be large. As a result, it is possible to properly set the degree of limitation of the deceleration of the host vehicle relative to the front adjacent vehicle, taking into consideration the presence of the rear adjacent vehicle.
  • the deceleration control of the own vehicle is performed based on the deceleration with the largest deceleration ratio among the decelerations D1 to D3. . Since the deceleration control of the own vehicle is performed based on the deceleration with the largest degree of deceleration, the deceleration control can be appropriately performed while suppressing the possibility of collision with the preceding vehicle.
  • Traffic information including at least one of road shape, intersection information, and traffic markings is acquired as factor information, and the maximum deceleration D3max of the own vehicle is set based on the traffic information.
  • the maximum deceleration D3max1 of the own vehicle based on the traffic information is not determined to exist. It was set so that the degree of restriction of deceleration was greater than in the case. As a result, it is possible to properly set the degree of limitation of deceleration of the own vehicle based on the traffic information, taking into account the presence of the rear adjacent vehicle.
  • the host vehicle M11 and the preceding vehicle M12 in front of the host vehicle are running in the left lane R1, and the host vehicle M11 is running in the right lane R2.
  • a forward adjacent vehicle M13 is running.
  • follow-up control is performed on the own vehicle M11 with the preceding vehicle M12 as the preceding vehicle.
  • the own vehicle M11 is accelerated as the preceding vehicle M12 is accelerated.
  • the own vehicle M11 changes lanes from the own lane to the adjacent lane, depending on the position of the front adjacent vehicle M13, which is a new follower, the own vehicle M11 accelerates in order to shorten the inter-vehicle distance to the front adjacent vehicle M4. may occur.
  • the host vehicle M11 is accelerated. For example, if the preceding vehicle M12 changes lanes during follow-up running, the preceding vehicle M12 is out of the object to be followed by the own vehicle, and the own vehicle M11 loses the object to be followed. At this time, the host vehicle M11 is accelerated according to the speed difference between the target speed and the actual speed. Then, when the vehicle M11 is accelerated according to each factor described above, there is concern that the driver of the vehicle M11 may feel a sense of crisis depending on the acceleration situation.
  • the target speed of the own vehicle M11 is increased to reduce the speed difference between the target speed and the actual speed. Accordingly, the own vehicle M11 is accelerated. In this case, depending on the acceleration situation, there is concern that the driver of the own vehicle M11 may feel a sense of danger.
  • the acceleration/deceleration control when the vehicle is traveling in a state where acceleration/deceleration control is being performed, factor information indicating the factors that cause the vehicle to accelerate or decelerate is acquired, and based on the factor information, the acceleration/deceleration of the vehicle during acceleration is determined. Sets the maximum acceleration, which is the maximum value of acceleration. Then, the acceleration control of the own vehicle is performed with the maximum acceleration as the upper limit.
  • FIG. 5 is a flowchart showing the processing procedure of acceleration/deceleration control. This process is repeatedly executed by the ECU 10 at predetermined intervals in place of the process of FIG. 3 described above. It is also possible to perform the processing of FIG. 3 (processing of deceleration limitation) and the processing of FIG. 5 (processing of acceleration limitation) together.
  • step S41 the factor information that causes the vehicle to accelerate or decelerate is acquired. Specifically, there is a preceding vehicle traveling in front of the own vehicle in the own lane, and there is an adjacent forward vehicle traveling around the front of the own vehicle in the adjacent lane adjacent to the own lane. , and various traffic information as factor information.
  • the traffic information includes at least one of road geometry, intersection information, and traffic signs, as described above.
  • step S42 the ECU 10 calculates a first acceleration A1, a second acceleration A2, and a third acceleration A3 according to the running condition of the own vehicle, and based on these accelerations A1 to A3, the current acceleration is calculated.
  • Steps S42 to S46 are calculation processes for calculating the first acceleration A1
  • steps S47 to S52 are calculation processes for calculating the second acceleration A2
  • steps S53 to S56 are calculation processes for calculating the third acceleration A3. .
  • a procedure for calculating each of the accelerations A1 to A3 will be described in detail below.
  • step S42 it is determined whether or not there is a preceding vehicle to be followed in the own lane.
  • the immediately preceding vehicle M12 is running in front of the own vehicle M11 and follow-up control is being performed with the immediately preceding vehicle M12 as the follower, the result in step S42 is affirmative.
  • the process proceeds to step S43 to calculate a first acceleration A1, which is the acceleration of the host vehicle M11 with respect to the preceding vehicle M12.
  • the ECU 10 calculates the first acceleration A1 based on the speed difference from the preceding vehicle M12 and the inter-vehicle distance.
  • the maximum acceleration A1max of the first acceleration A1 is set based on the traffic information acquired as the factor information in step S41. For example, when curve information is acquired as factor information, the maximum acceleration A1max is set based on the acquired curve information.
  • the maximum acceleration A1max is an upper limit value for limiting the first acceleration A1, which is the acceleration of the own vehicle M1 with respect to the immediately preceding vehicle M2. In this case, the maximum acceleration A1max should be variable according to the curvature of the curve. Alternatively, a predetermined fixed value may be set as the maximum acceleration A1max during curve travel. The same applies to maximum accelerations A2max and A3max, which will be described later.
  • step S45 it is determined whether or not the first acceleration A1 is greater than the maximum acceleration A1max, and if the first acceleration A1 is greater than the maximum acceleration A1max, the first acceleration A1 is changed to the maximum acceleration A1max. As a result, the first acceleration A1 is limited by the maximum acceleration A1max. If the first acceleration A1 is not greater than the maximum acceleration A1max, step S46 is skipped and the process proceeds to step S47.
  • steps S43 to S46 are skipped, that is, the process proceeds to step S47 without calculating the first acceleration A1.
  • step S47 it is determined whether or not there is a lane change command from the driver. Specifically, it is determined whether or not the ON signal of the direction indicator 25 has been acquired, and if the ON signal of the direction indicator 25 has been acquired, step S47 is affirmative. If the driver has issued a lane change command, the process advances to step S48 to determine whether or not the forward adjacent vehicle M13 exists in the adjacent lane to which the lane change destination is located. Then, if the forward adjacent vehicle M13 is present, the process proceeds to step S49 to calculate the second acceleration A2 with respect to the forward adjacent vehicle M13. The ECU 10 calculates the second acceleration A2 based on the speed difference with the forward adjacent vehicle M13 and the inter-vehicle distance.
  • the maximum acceleration A2max of the second acceleration A2 is set based on the traffic information acquired as the factor information. For example, when curve information is acquired as factor information, the maximum acceleration A2max is set based on the acquired curve information.
  • the maximum acceleration A2max is an upper limit value for limiting the second acceleration A2, which is the acceleration of the host vehicle M11 relative to the forward adjacent vehicle M13.
  • step S51 it is determined whether or not the second acceleration A2 is greater than the maximum acceleration A2max, and if the second acceleration A2 is greater than the maximum acceleration A2max, the second acceleration A2 is changed to the maximum acceleration A2max. Thereby, the second acceleration A2 is limited by the maximum acceleration A2max. If the second acceleration A2 is not greater than the maximum acceleration A2max, step S52 is skipped and the process proceeds to step S53.
  • step S47 or S48 If either step S47 or S48 is negative, skip steps S49 to S52, that is, proceed to step S53 without calculating the second acceleration A2.
  • step S53 the third acceleration A3 is calculated based on the speed difference obtained by subtracting the actual speed of the vehicle M11 from the target speed of the vehicle M11.
  • the third acceleration A3 is applied to the lane of the own vehicle M11 or the preceding vehicle M12. It is assumed that the vehicle M11 is accelerated according to the speed difference between the target speed and the actual vehicle speed due to the change or the like.
  • the third acceleration A3 is set to a larger value so as to increase the acceleration of the host vehicle M11.
  • the maximum acceleration A3max of the third acceleration A3 is set based on the traffic information acquired as factor information. For example, when curve information is acquired as factor information, the maximum acceleration A3max is set based on the acquired curve information.
  • the maximum acceleration A3max is an upper limit value for limiting the third acceleration A3.
  • step S55 it is determined whether or not the third acceleration A3 is greater than the maximum acceleration A3max, and if the third acceleration A3 is greater than the maximum acceleration A3max, the third acceleration A3 is changed to the maximum acceleration A3max. As a result, the third acceleration A3 is limited by the maximum acceleration A3max. If the third acceleration A3 is not greater than the maximum acceleration A3max, step S56 is skipped and the process proceeds to step S57.
  • an acceleration command value is determined based on each acceleration A1 to A3. Specifically, the acceleration with the smallest acceleration value among the accelerations A1 to A3 is determined as the acceleration command value. Then, the own vehicle is accelerated based on the acceleration command value. In this case, when all of the accelerations A1 to A3 have been calculated as the acceleration, the smallest acceleration among the accelerations A1 to A3 is determined as the acceleration command value. Further, when two of the accelerations A1 to A3 are calculated as the acceleration, the smaller acceleration among the calculated accelerations is determined as the acceleration command value. Further, when one of the accelerations A1 to A3 is calculated as the acceleration, the calculated acceleration is determined as the acceleration command value.
  • the maximum acceleration of the vehicle is set based on the factor information that indicates the factors that cause the vehicle to accelerate or decelerate, and the acceleration control of the vehicle is performed with that maximum acceleration as the upper limit.
  • the acceleration of the own vehicle can be controlled according to the factor of acceleration each time, and the inconvenience that the driver of the own vehicle feels a sense of danger due to the acceleration of the own vehicle can be suppressed. As a result, the host vehicle can be properly accelerated.
  • the maximum acceleration A2max of the vehicle relative to the adjacent vehicle in front is set on the condition that a lane change command has been issued to the effect that the vehicle will change lanes.
  • a first acceleration A1 that is the acceleration when the preceding vehicle is accelerated, a second acceleration A2 that is the acceleration when the forward adjacent vehicle is accelerated, and the target speed of the own vehicle are used to determine the speed of the own vehicle.
  • the maximum acceleration A3max of the own vehicle is calculated based on the speed difference obtained by subtracting the actual speed of the own vehicle from the target speed and the traffic information as the factor information. set it.
  • the deceleration or acceleration is limited when the own vehicle changes lanes.
  • the configuration may be such that deceleration restriction or acceleration restriction is performed when the own vehicle changes lanes.
  • the maximum deceleration D2max1 of the second deceleration D2 and the maximum deceleration D3max1 of the third deceleration D3 may be variable values.
  • the maximum deceleration D2max1 should be set smaller as the position of the rear adjacent vehicle M5 is closer to the own vehicle M1.
  • the closer the position of the rear adjacent vehicle M5 is to the own vehicle M1 the greater the extent to which the deceleration of the own vehicle M1 is restricted. can be applied.
  • the maximum deceleration D2max1 may be set smaller as the speed of the host vehicle M1 increases. As a result, the higher the speed of the own vehicle M1, the greater the degree of restriction on the deceleration of the own vehicle M1.
  • the maximum deceleration D3max1 when the maximum deceleration D3max1 is a variable value, the maximum deceleration D3max1 should be set smaller as the position of the rear vehicle M3 is closer to the own vehicle M1. As a result, the closer the position of the rear vehicle M3 is to the own vehicle M1, the greater the degree of restriction on the deceleration of the own vehicle M1. be able to.
  • ⁇ Acquire traffic information including at least one of road shape, intersection information, and traffic signs as factor information that causes the vehicle to decelerate, and calculate a third deceleration D3 based on the acquired traffic information.
  • this can be omitted.
  • the processing from steps S31 to S38 is omitted in FIG.
  • the host vehicle is decelerated based on the command value.
  • acceleration/deceleration control the target speed of the own vehicle is set, and with the target speed as the upper limit speed, following control (ACC control) is performed so as to follow the preceding vehicle traveling in front of the own vehicle.
  • ACC control a constant speed control
  • CC control constant speed control
  • the ECU 10 acquires, as the factor information, traffic information including at least one of the shape of the road ahead in the traveling direction of the host vehicle, intersection information, and traffic signs under the execution state of acceleration/deceleration control, and It is preferable to set the maximum acceleration of the own vehicle based on the speed difference obtained by subtracting the actual speed of the own vehicle and the traffic information. In this case, the acceleration of the own vehicle is set based on the speed difference obtained by subtracting the actual speed of the own vehicle from the target speed. should be restricted.
  • the controller and techniques described in this disclosure can be performed by a dedicated computer provided by configuring a processor and memory programmed to perform one or more functions embodied by a computer program; may be implemented.
  • the controls and techniques described in this disclosure may be implemented by a dedicated computer provided by configuring the processor with one or more dedicated hardware logic circuits.
  • the control units and techniques described in this disclosure can be implemented by a combination of a processor and memory programmed to perform one or more functions and a processor configured by one or more hardware logic circuits. It may also be implemented by one or more dedicated computers configured.
  • the computer program may also be stored as computer-executable instructions on a computer-readable non-transitional tangible recording medium.
  • an acceleration/deceleration control unit having at least one of A vehicle control device comprising: [Configuration 2]
  • the acquiring unit acquires, as the factor information, that there is a forward adjacent vehicle traveling in front of the own vehicle in an adjacent lane adjacent to the own lane in which the own vehicle travels,
  • the setting unit sets at least one of the maximum deceleration and the maximum acceleration of the host vehicle relative to the vehicle adjacent in front when the vehicle adjacent in front is present under the execution state of the acceleration/deceleration control.
  • a vehicle control device according to configuration 1.
  • the vehicle control device according to configuration 1, wherein at least one of maximum acceleration is set.
  • the setting unit sets at least one of the maximum deceleration and the maximum acceleration of the vehicle relative to the adjacent vehicle in front on condition that a lane change command indicating that the vehicle changes lanes is generated.
  • a vehicle control device according to configuration 2 or 3.
  • the setting unit according to any one of configurations 2 to 4, wherein when the host vehicle changes lanes, the setting unit sets the maximum deceleration to be smaller than when the host vehicle does not change lanes. Vehicle controller.
  • a rear adjacent vehicle determination unit that determines whether or not there is a rear adjacent vehicle traveling behind the own vehicle, The setting unit, when it is determined that the rear adjacent vehicle exists, sets the maximum deceleration of the host vehicle relative to the front adjacent vehicle to The vehicle control device according to any one of configurations 2 to 5, which is set smaller than the case.
  • the acceleration/deceleration control unit A first deceleration is calculated as deceleration when the vehicle immediately preceding the vehicle traveling in front of the vehicle in the own lane is decelerated, and a second deceleration is calculated as the deceleration when the adjacent vehicle in front is decelerated. 2 Calculate the deceleration, 7.
  • the vehicle control device according to any one of configurations 2 to 6, wherein the acceleration/deceleration control is performed based on the deceleration of the first deceleration and the second deceleration which has a larger deceleration.
  • the acceleration/deceleration control unit A first acceleration is calculated as the acceleration when the preceding vehicle traveling in front of the own vehicle in the own lane is accelerated, and a second acceleration is calculated as the acceleration when the preceding adjacent vehicle is accelerated. calculate, 7.
  • the vehicle control device according to any one of configurations 2 to 6, wherein the acceleration/deceleration control is performed based on one of the first acceleration and the second acceleration having a smaller acceleration sum.
  • the acquisition unit acquires, as the factor information, traffic information including at least one of a road shape in front of the vehicle in the traveling direction, intersection information, and traffic signs,
  • the setting unit sets the maximum acceleration of the own vehicle based on the traffic information and a speed difference obtained by subtracting the actual speed of the own vehicle from the target speed under the execution state of the acceleration/deceleration control.
  • the vehicle control device according to any one of configurations 2 to 8.
  • the acquisition unit acquires, as the factor information, traffic information including at least one of a road shape in front of the vehicle in the traveling direction, intersection information, and traffic signs,
  • the vehicle control device according to any one of configurations 1 to 9, wherein the setting unit sets at least one of the maximum deceleration and the maximum acceleration based on the traffic information.
  • the setting unit sets the maximum deceleration of the own vehicle to be smaller when it is determined that the vehicle behind exists, compared to when it is determined that the vehicle behind does not exist. , the vehicle control device according to any one of configurations 1 to 10.
  • a vehicle control program that is executed by a computer in order to perform acceleration/deceleration support by controlling acceleration/deceleration of the own vehicle when the own vehicle is running, a step of acquiring factor information indicating a factor of acceleration or deceleration of the own vehicle when the vehicle travels while the acceleration/deceleration control is being performed; setting at least one of a maximum deceleration, which is the maximum value of deceleration when the host vehicle decelerates, and a maximum acceleration, which is the maximum value of acceleration when the host vehicle accelerates, based on the factor information; a step of performing deceleration control of the own vehicle with the maximum deceleration as an upper limit when the own vehicle is decelerating; and a step of performing acceleration control of the own vehicle with the maximum acceleration as an upper limit when the own vehicle is accelerating. and performing at least one of Vehicle control program including.

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