Vehicle, vehicle control method, and non-transitory computer storage medium

Abstract

The present invention suppresses the deterioration of ride comfort during acceleration and deceleration in following control. A vehicle (100) comprises: a driving information acquisition device (4) configured to identify a first vehicle traveling in the same lane as the vehicle and in front of the vehicle, identify a second vehicle traveling in the same lane as the vehicle and in front of the first vehicle, and acquire driving information of the first vehicle and the second vehicle; and a control device (5) configured to control the behavior of the vehicle during acceleration and deceleration according to the speed difference between the first vehicle and the second vehicle when the second vehicle is identified during the implementation of following control for controlling the speed of the vehicle to adjust the inter-vehicle distance between the vehicle and the first vehicle.

Description

Technical Field

[0001] The present invention relates to a vehicle, a vehicle control method and a non-transitory computer storage medium. Background Art

[0002] Patent document 1 discloses a conventional vehicle control device that is configured to predict whether a following vehicle, which is the object of following control, switches from a first vehicle traveling in front of the own vehicle to a second vehicle traveling in front of the first vehicle, and to switch the following vehicle to the second vehicle in advance when it is predicted that the following vehicle switches to the second vehicle, that is, when it is predicted that the lane of the first vehicle changes to a lane different from the driving lane of the own vehicle.

[0003] Prior art literature

[0004] Patent Literature

[0005] Patent Document 1: Japanese Patent Application Laid-Open No. 2000-57500. Summary of the Invention

[0006] Problems to be solved by the invention

[0007] However, in the aforementioned conventional vehicle control device, unless the first vehicle's lane change is predicted, the host vehicle is directed to follow the first vehicle without regard to the second vehicle when the first and second vehicles are traveling in the same lane as the host vehicle. Therefore, while taking into account the speed difference between the first and second vehicles, in scenarios where the first vehicle's deceleration is delayed or the first vehicle is overaccelerating, directing the host vehicle to follow the first vehicle without regard to the second vehicle may require abrupt deceleration or deceleration after acceleration. As a result, ride comfort during acceleration and deceleration during following control may deteriorate.

[0008] The present invention has been made in view of such problems, and an object of the present invention is to suppress deterioration of ride comfort during acceleration and deceleration in following control.

[0009] Methods used to solve problems

[0010] In order to solve the above-mentioned problem, a vehicle of one embodiment of the present invention is provided with: a driving information acquisition device, which is configured to identify a first vehicle that is in the same lane as the vehicle and is traveling in front of the vehicle, identify a second vehicle that is in the same lane as the vehicle and is traveling in front of the first vehicle, and obtain driving information of the first vehicle and the second vehicle; a control device, which is configured to control the acceleration and deceleration behavior of the vehicle according to the speed difference between the first vehicle and the second vehicle when the second vehicle is identified during the implementation of the following control for controlling the speed of the vehicle to adjust the inter-vehicle distance between the vehicle and the first vehicle.

[0011] In addition, in a vehicle control method of one embodiment of the present invention, a first vehicle that is in the same lane as the present vehicle and is traveling in front of the present vehicle is identified through a driving information acquisition device, a second vehicle that is in the same lane as the present vehicle and is traveling in front of the first vehicle is identified, and driving information of the first vehicle and the second vehicle is acquired. When implementing following control for controlling the speed of the present vehicle to adjust the inter-vehicle distance between the present vehicle and the first vehicle, the control device controls the speed of the present vehicle to control the behavior of the present vehicle during acceleration and deceleration based on the speed difference between the speed of the first vehicle and the speed of the second vehicle when the second vehicle is identified.

[0012] In addition, in one embodiment of the present invention, a non-temporary computer storage medium includes a computer program, which is used to cause a computer to execute: identifying a first vehicle that is in the same lane as the present vehicle and is traveling in front of the present vehicle, identifying a second vehicle that is in the same lane as the present vehicle and is traveling in front of the first vehicle, obtaining driving information of the first vehicle and the second vehicle, and in implementing following control that controls the speed of the present vehicle to adjust the inter-vehicle distance between the present vehicle and the first vehicle, when the second vehicle is identified, controlling the acceleration and deceleration actions of the present vehicle according to the speed difference between the speed of the first vehicle and the speed of the second vehicle.

[0013] Effects of the Invention

[0014] According to one aspect of the present invention, since the behavior of the host vehicle during acceleration and deceleration is controlled in consideration of the speed difference between the first vehicle and the second vehicle, deterioration of ride comfort during acceleration and deceleration in following control can be suppressed. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1A This is a schematic structural diagram of a vehicle according to one embodiment of the present invention.

[0016] Figure 1B It is a diagram for explaining a first vehicle and a second vehicle.

[0017] Figure 2 This is a flowchart illustrating the processing contents when the host vehicle catches up with the first vehicle when following control is started and the host vehicle is traveling at a constant speed at a set vehicle speed set by the driver.

[0018] Figure 3 This is a diagram showing an example of a curve showing a temporal change in deceleration during a deceleration operation when normal following control is performed.

[0019] Figure 4 This figure explains problems that may occur when the host vehicle follows the first vehicle without considering the second vehicle in a situation where the first vehicle is approaching the second vehicle at a high speed greater than a certain value.

[0020] Figure 5 This is a diagram showing an example of a curve showing temporal changes in deceleration during a deceleration operation when a preceding braking type following control is performed in a situation where a first vehicle approaches a second vehicle at a high speed equal to or higher than a certain fixed value.

[0021] Figure 6 This figure explains a problem that may occur when the host vehicle follows the first vehicle without considering the second vehicle in a situation where the first vehicle is gradually approaching the second vehicle and the second vehicle is accelerating.

[0022] Figure 7 This is a diagram showing an example of a curve showing temporal changes in deceleration during a deceleration operation when a catch-up braking type following control is performed in a situation where a first vehicle gradually approaches a second vehicle and the second vehicle is accelerating.

[0023] Figure 8 This is a flowchart illustrating the processing details when the first vehicle accelerates during normal following control, the speed of the first vehicle becomes greater than the speed of the host vehicle, and the inter-vehicle distance between the host vehicle and the first vehicle begins to widen.

[0024] Figure 9 This is a diagram showing an example of a curve showing a temporal change in acceleration during an acceleration operation when normal following control is performed.

[0025] Figure 10 This diagram explains a problem that may occur when a first vehicle that has started accelerating approaches a second vehicle at a high speed exceeding a certain fixed value and the host vehicle is accelerated to follow the first vehicle without considering the second vehicle.

[0026] Figure 11 This diagram shows an example of a curve showing time changes in acceleration during acceleration when a first vehicle that has started accelerating approaches a second vehicle at a high speed greater than a certain value and a catch-up acceleration type following control is performed to accelerate the host vehicle to follow the first vehicle. DETAILED DESCRIPTION

[0027] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the following description, the same components are denoted by the same reference numerals.

[0028] Figure 1A It is a schematic configuration diagram of a vehicle 100 according to one embodiment of the present invention.

[0029] Vehicle 100 includes a power unit 1, a brake system 2, a vehicle information acquisition device 3, a surrounding vehicle information acquisition device 4, and an electronic control unit 5. The power unit 1, brake system 2, vehicle information acquisition device 3, and surrounding vehicle information acquisition device 4 are connected to the electronic control unit 5 via an in-vehicle network 6 based on a standard such as CAN (Controller Area Network).

[0030] The power plant 1 is a device that generates driving force for driving the vehicle 100. Examples of the power plant 1 include an internal combustion engine and an electric motor. The driving force of the power plant 1 is controlled by an electronic control unit 5.

[0031] The brake device 2 generates a braking force for decelerating or stopping the vehicle 100. Examples of the brake device 2 include a hydraulic friction brake device 2 that brakes the wheels by pressing brake pads against brake discs using hydraulic pressure. The braking force of the brake device 2 is controlled by an electronic control unit 5.

[0032] The vehicle information acquisition device 3 is a device for acquiring information related to the vehicle 100 (hereinafter referred to as "vehicle information"), such as the speed, acceleration, and posture of the vehicle 100. The vehicle information acquisition device 3 of this embodiment includes a vehicle speed sensor 31, an acceleration sensor 32, and a yaw rate sensor 33.

[0033] The vehicle speed sensor 31 is a sensor for detecting the speed of the vehicle 100 . The vehicle speed sensor 31 transmits the detected vehicle speed information of the vehicle 100 to the electronic control unit 5 .

[0034] The acceleration sensor 32 is a sensor for detecting the acceleration of the vehicle 100 during acceleration and braking. The acceleration sensor 32 transmits information on the detected acceleration of the vehicle 100 to the electronic control unit 5 .

[0035] The yaw rate sensor 33 is a sensor for detecting the posture of the vehicle 100. Specifically, it detects the rate of change of the yaw angle when the vehicle 100 turns, that is, the rotational angular velocity (yaw rate) about the vertical axis of the vehicle 100. The yaw rate sensor 33 transmits information on the detected posture of the vehicle 100 to the electronic control unit 5.

[0036] like Figure 1BAs shown, the surrounding vehicle information acquisition device 4 at least identifies a vehicle traveling in the same lane as the vehicle 100 and in front of the vehicle 100, that is, the other vehicle traveling first in front of the vehicle 100 (hereinafter referred to as the "first vehicle 101"), and another vehicle traveling in the same lane as the vehicle 100 and in front of the first vehicle 101, that is, the other vehicle traveling second in front of the vehicle 100 (hereinafter referred to as the "second vehicle 102"), and obtains the driving information of the first vehicle 101 and the second vehicle 102.

[0037] The surrounding vehicle information acquisition device 4 of this embodiment has a millimeter-wave radar sensor 41 and a front camera 42. It identifies the first vehicle 101 and the second vehicle 102 based on the reflected wave of the millimeter wave emitted from the millimeter-wave radar sensor 41 to the front of the vehicle 100 and the image in front of the vehicle 100 taken by the front camera 42, calculates the vehicle-to-vehicle distance, relative speed and relative acceleration between the first vehicle 101 and the second vehicle 102, and sends them as driving information of the first vehicle 101 and the second vehicle 102 to the electronic control unit 5.

[0038] The electronic control unit 5 includes an in-vehicle communication interface 51 , a storage unit 52 , and a processing unit 53 , which are connected to each other via a signal line.

[0039] The in-vehicle communication interface 51 is a communication interface circuit for connecting the electronic control unit 5 to the in-vehicle network 6 .

[0040] The storage unit 52 includes a storage medium such as an HDD (Hard Disk Drive), an optical recording medium, or a semiconductor memory, and stores various computer programs and data used in the processing of the vehicle processing unit 53 .

[0041] The processing unit 53 includes one or more processors and their peripheral circuits. The processing unit 53 executes various computer programs stored in the storage unit 52 and comprehensively controls various control components (such as the power unit 1 and the brake system 2) mounted on the vehicle 100. For example, the processing unit 53 is a CPU (Central Processing Unit).

[0042] The following describes the details of the following control (so-called adaptive cruise control) that automatically controls the vehicle speed of vehicle 100 and adjusts the inter-vehicle distance between vehicle 100 and first vehicle 101 to a target inter-vehicle distance corresponding to the vehicle speed, among the various controls implemented by processing unit 53 and electronic control unit 5. In the following description, vehicle 100 is referred to as host vehicle 100 as needed.

[0043] First, refer to Figure 2The flowchart of FIG. 1 illustrates the processing contents when catching up with the first vehicle 101 when the following control is started and the host vehicle 100 is traveling at a set vehicle speed set by the driver.

[0044] In step S1, while the host vehicle 100 is traveling at a set speed set by the driver, the electronic control unit 5 determines whether the first vehicle 101 has been recognized (i.e., whether the vehicle speed V0 of the host vehicle 100 has increased compared to the vehicle speed V1 of the first vehicle 101, thereby catching up with the first vehicle 101). If the first vehicle 101 has not been recognized, the electronic control unit 5 proceeds to step S2. On the other hand, if the first vehicle 101 has been recognized, the electronic control unit 5 proceeds to step S3.

[0045] In step S2 , the electronic control unit 5 continues to cause the host vehicle 100 to travel at a constant speed set by the driver.

[0046] In step S3, the electronic control unit 5 determines whether the second vehicle 102 is recognized. If the second vehicle 102 is not recognized, the electronic control unit 5 proceeds to step S4. On the other hand, if the second vehicle 102 is recognized, the electronic control unit 5 proceeds to step S5.

[0047] In step S4, since the second vehicle 102 is not identified, the electronic control unit 5 implements normal following control without considering the second vehicle 102, decelerating the vehicle 100 at a fixed deceleration rate. At the same time, the inter-vehicle distance between the vehicle 100 and the first vehicle 101 is controlled to a target inter-vehicle distance corresponding to the speed of the vehicle 100, so that the vehicle 100 follows the first vehicle 101.

[0048] Figure 3 This is an example of a curve showing the time variation of the deceleration in a deceleration operation when normal following control is implemented (hereinafter referred to as a "deceleration curve"). The ride comfort in a deceleration operation depends on the magnitude of the deceleration and its time variation rate (so-called jerk), so Figure 3 As shown in the deceleration curve of , by decelerating the host vehicle 100 at a constant deceleration so as not to increase the deceleration and jerk excessively, it is possible to suppress deterioration of the ride comfort during the deceleration operation.

[0049] Return to Figure 2 In step S5, the electronic control unit 5 determines whether the vehicle speed V1 of the first vehicle 101 is greater than the vehicle speed V2 of the second vehicle 102. If the vehicle speed V1 of the first vehicle 101 is greater than the vehicle speed V2 of the second vehicle 102, the electronic control unit 5 proceeds to step S6. On the other hand, if the vehicle speed V1 of the first vehicle 101 is less than the vehicle speed V2 of the second vehicle 102, the electronic control unit 5 proceeds to step S10.

[0050] In step S6, the electronic control unit 5 determines whether the vehicle speed difference Vd (= V1 - V2) between the first vehicle 101 and the second vehicle 102 is greater than a predetermined threshold value Vdth. In other words, whether the vehicle speed V1 of the first vehicle 101 exceeds the vehicle speed V2 of the second vehicle 102 by more than the threshold value Vdth. If the vehicle speed difference Vd is greater than the threshold value Vdth, the electronic control unit 5 proceeds to step S7. On the other hand, if the vehicle speed difference Vd is less than the threshold value Vdth, the electronic control unit 5 proceeds to step S8.

[0051] In step S7, since the first vehicle 101 is approaching the second vehicle 102 at a high speed (a speed greater than a threshold value Vdth) greater than a certain fixed value, in other words, the first vehicle 101 is considered to have a normal deceleration ratio (or insufficient deceleration), the electronic control unit 5 does not perform normal following control, but performs a following control of the type that takes into account the pre-braking of the second vehicle 102, and starts decelerating the host vehicle 100 earlier than in the normal following control. Figure 4 , explain the reasons.

[0052] Figure 4 It is a diagram that illustrates problems that may arise when the first vehicle 101 approaches the second vehicle 102 at a high speed exceeding a certain fixed value, and the host vehicle 100 is caused to follow the first vehicle 101 without considering the second vehicle 102 (i.e., when normal following control is implemented). Specifically, it is a diagram that shows an example of a deceleration curve when the first vehicle 101 approaches the second vehicle 102 at a high speed exceeding a certain fixed value, and the host vehicle 100 is caused to follow the first vehicle 101 without considering the second vehicle 102.

[0053] As described above, the situation in which the first vehicle 101 is approaching the second vehicle 102 at a high speed exceeding a certain fixed value, in other words, the situation in which the first vehicle 101 is considered to have a normal delay in its deceleration ratio (or insufficient deceleration), is a situation in which there is a high probability that the first vehicle 101 will perform a rapid deceleration with a large deceleration in the future. Therefore, even if the host vehicle 100 is caused to follow the first vehicle 101 without considering the second vehicle 102 and is intended to decelerate the host vehicle 100 at a fixed deceleration rate so as not to increase the deceleration too much, as shown in FIG. Figure 4 As shown in the deceleration curve, if the first vehicle 101 performs a rapid deceleration with a large deceleration during the deceleration operation, the deceleration of the host vehicle 100 may also become excessive. As a result, the ride comfort during the deceleration operation may be deteriorated.

[0054] Therefore, in the present embodiment, when the first vehicle 101 approaches the second vehicle 102 at a high speed equal to or higher than a certain fixed value, a following control of the leading braking type considering the second vehicle 102 is implemented, and the deceleration of the own vehicle 100 is started earlier than in the case of normal following control.

[0055] Figure 5 FIG. is an example of a deceleration curve in the deceleration operation when implementing the following control of the leading braking type in a situation where the first vehicle 101 approaches the second vehicle 102 at a high speed equal to or higher than a certain fixed value.

[0056] When implementing the following control of the leading braking type, for example, the target inter-vehicle distance is made larger than in the case of normal following control according to the vehicle speed difference Vd, etc., and the deceleration start timing of the own vehicle is made earlier than in the case of normal following control. Thereby, even if a sudden deceleration of the first vehicle 101 occurs during the deceleration operation, the deceleration of the own vehicle can be started in advance considering the second vehicle, so as Figure 5 shown in the deceleration curve, it is possible to suppress the increase in the deceleration of the own vehicle during deceleration.

[0057] Refer again to Figure 2 , in step S8, the electronic control unit 5 determines whether the second vehicle 102 is accelerating. If the second vehicle 102 is accelerating, the electronic control unit 5 proceeds to the process of step S9. On the other hand, if the second vehicle 102 is not accelerating, the electronic control unit 5 proceeds to the process of step S10.

[0058] In step S9, the electronic control unit 5 implements a following control of the chasing braking type considering the second vehicle 102, and implements a gentler deceleration (the jerk becomes smaller) than in the case of normal following control. Hereinafter, refer to Figure 6 to explain the reason.

[0059] Figure 6 FIG. is a diagram for explaining problems that may occur when the own vehicle 100 follows the first vehicle 101 without considering the second vehicle 102 (that is, when normal following control is implemented) in a situation where the first vehicle 101 gradually approaches the second vehicle 102 (a situation where V1 > V2 and Vd < Vdth1) and the second vehicle 102 is accelerating. Specifically, it is a diagram showing an example of a deceleration curve when the own vehicle 100 follows the first vehicle 101 without considering the second vehicle 102 in a situation where the first vehicle 101 gradually approaches the second vehicle 102 and the second vehicle 102 is accelerating.

[0060] Although first vehicle 101 is gradually approaching second vehicle 102, the fact that second vehicle 102 is accelerating is considered a transitional period toward improving the situation. Therefore, it is considered that first vehicle 101 slightly decelerates as needed to maintain the distance between it and second vehicle 102, while simultaneously accelerating again in conjunction with the acceleration of second vehicle 102.

[0061] Therefore, if the host vehicle 100 is decelerated at a fixed deceleration rate without considering that the second vehicle 102 intends to maintain the inter-vehicle distance with the first vehicle 101 at the target inter-vehicle distance corresponding to the vehicle speed, the first vehicle 101 may start accelerating at the same time as the second vehicle 102 is accelerating during the deceleration operation, and the deceleration of the host vehicle 100 may become unnecessary. Figure 6 As shown in the deceleration curve, deceleration with large deceleration and jerk may be performed unnecessarily.

[0062] Therefore, in this embodiment, when the first vehicle 101 gradually approaches the second vehicle 102 and the second vehicle 102 is accelerating, a following control taking into account the second vehicle 102 is implemented, and a gentler deceleration is implemented compared to the normal following control.

[0063] Figure 7 This diagram shows an example of a deceleration curve during a deceleration operation when a follow-up braking type of control is performed while the first vehicle 101 is gradually approaching the second vehicle 102 and the second vehicle 102 is accelerating.

[0064] By implementing the follow-up braking type of control to decelerate smoothly, such as Figure 6 As shown in the deceleration curve, the deceleration and jerk can be suppressed to be small. Therefore, the deterioration of the riding comfort during the deceleration operation can be suppressed.

[0065] Return again Figure 2 In step S10 , the electronic control unit 5 determines that the second vehicle 102 has little influence on the first vehicle 101 , and performs normal following control without considering the second vehicle 102 , so that the host vehicle 100 follows the first vehicle 101 .

[0066] Next, refer to Figure 8 The flowchart of FIG. 1 illustrates the processing contents when the first vehicle 101 accelerates in normal following control, the vehicle speed V1 of the first vehicle 101 becomes greater than the vehicle speed V0 of the host vehicle 100, and the inter-vehicle distance between the host vehicle 100 and the first vehicle 101 begins to widen.

[0067] In step S11, the electronic control unit 5 determines whether the second vehicle 102 is recognized. If the second vehicle 102 is not recognized, the electronic control unit 5 proceeds to the process of step S12. On the other hand, if the second vehicle 102 is recognized, the electronic control unit 5 proceeds to the process of step S13.

[0068] In step S12 , the electronic control unit 5 continues to perform the normal following control without considering the second vehicle 102 , and accelerates the host vehicle 100 so that the host vehicle 100 follows the first vehicle 101 .

[0069] Figure 9 FIG. 1 is a diagram showing an example of a curve (hereinafter referred to as an “acceleration curve”) showing a time change in acceleration during acceleration when normal following control is implemented. Figure 9 As shown in the acceleration curve of , when normal following control is implemented, the host vehicle 100 is rapidly accelerated as the first vehicle 101 accelerates, so that the inter-vehicle distance with the first vehicle 101 does not increase. This can prevent the inter-vehicle distance with the first vehicle 101 from becoming excessively wide.

[0070] Return to Figure 8 In step S13, the electronic control unit 5 determines whether the vehicle speed V1 of the first vehicle 101 is greater than the vehicle speed V2 of the second vehicle 102. If the vehicle speed V1 of the first vehicle 101 is greater than the vehicle speed V2 of the second vehicle 102, the electronic control unit 5 proceeds to step S14. On the other hand, if the vehicle speed V1 of the first vehicle 101 is less than the vehicle speed V2 of the second vehicle 102, the electronic control unit 5 proceeds to step S16.

[0071] In step S14, the electronic control unit 5 determines whether the vehicle speed difference Vd (= V1 - V2) between the first vehicle 101 and the second vehicle 102 is greater than a threshold value Vdth. In other words, whether the vehicle speed V1 of the first vehicle 101 exceeds the vehicle speed V2 of the second vehicle 102 by more than the threshold value Vdth. If the vehicle speed difference Vd is greater than the threshold value Vdth, the electronic control unit 5 proceeds to step S15. On the other hand, if the vehicle speed difference Vd is less than the threshold value Vdth, the electronic control unit 5 proceeds to step S16.

[0072] In step S15, the first vehicle 101 that has started accelerating approaches the second vehicle 102 at a high speed above a certain fixed value (a speed above the threshold Vdth). In other words, there is a high possibility that the first vehicle 101 will immediately stop accelerating and start decelerating. Therefore, the electronic control unit 5 does not implement normal following control, but instead implements a following control that takes into account the catch-up acceleration type of the second vehicle 102, so that the vehicle 100 accelerates more smoothly than during normal following control.

[0073] Figure 10 It is a diagram that illustrates problems that may arise when, under a condition where the first vehicle 101 that has started accelerating approaches the second vehicle 102 at a high speed exceeding a certain fixed value, the host vehicle 100 is accelerated to follow the first vehicle 101 without considering the second vehicle 102 (i.e., when normal following control is implemented). Specifically, it is a diagram that illustrates an example of an acceleration curve when, under a condition where the first vehicle 101 that has started accelerating approaches the second vehicle 102 at a high speed exceeding a certain fixed value, the host vehicle 100 is accelerated to follow the first vehicle 101 without considering the second vehicle 102.

[0074] As described above, the situation where the first vehicle 101 that has started accelerating approaches the second vehicle 102 at a high speed (a speed greater than the threshold value Vdth) greater than a certain fixed value, in other words, the situation where the first vehicle 101 is likely to stop accelerating and start decelerating immediately. Therefore, if the host vehicle 100 is caused to follow the first vehicle 101 and accelerate rapidly without considering the second vehicle 102, then Figure 10 As shown in the acceleration curve, deceleration is required after acceleration, which may deteriorate the riding comfort.

[0075] In contrast, Figure 11 This diagram shows an example of an acceleration curve when the first vehicle 101 approaches the second vehicle 102 at a high speed greater than a certain fixed value and the host vehicle 100 is accelerated to follow the first vehicle 101 by executing the catch-up acceleration type following control.

[0076] like Figure 11 As shown in the acceleration curve, by implementing the following control taking into account the catch-up acceleration type of the second vehicle 102, the host vehicle 100 is accelerated more gently than during the normal following control, and the situation in which deceleration is required after acceleration can be suppressed.

[0077] Return again Figure 8 In step S16 , it is determined that the second vehicle 102 has little influence on the first vehicle 101 , and normal following control is implemented without considering the second vehicle 102 , so that the host vehicle 100 is accelerated to follow the first vehicle 101 .

[0078] The vehicle 100 of the present embodiment described above has a surrounding vehicle information acquisition device 4 (driving information acquisition device) and an electronic control unit 5 (control device). The surrounding vehicle information acquisition device 4 is configured to identify a first vehicle 101 that is in the same lane as the vehicle and is traveling in front of the vehicle, identify a second vehicle 102 that is in the same lane as the vehicle and is traveling in front of the first vehicle 101, and obtain driving information of the first vehicle 101 and the second vehicle 102. The electronic control unit 5 is configured to control the acceleration and deceleration behavior of the vehicle according to the speed difference Vd between the speed V1 of the first vehicle 101 and the speed V2 of the second vehicle 102 when the second vehicle 102 is identified during the implementation of the following control for controlling the speed of the vehicle to adjust the inter-vehicle distance between the vehicle and the first vehicle 101.

[0079] Thus, when a second vehicle is identified during following control, the behavior of the host vehicle 100 during acceleration and deceleration is controlled in consideration of the vehicle speed difference Vd between the first vehicle 101 and the second vehicle 102. Therefore, in scenarios where a delay in deceleration of the first vehicle 101 relative to the second vehicle 102 is considered, or where overacceleration of the first vehicle 101 is considered, appropriate acceleration and deceleration can be performed taking into account the second vehicle 102, allowing the host vehicle 100 to follow the first vehicle 101. Consequently, a deterioration in ride comfort during acceleration and deceleration during following control can be suppressed.

[0080] In more detail, in this embodiment, the electronic control unit 5 (control device) is configured to advance the deceleration start timing of the vehicle 100 when adjusting the inter-vehicle distance between the vehicle 100 and the first vehicle 101, compared to a case where the second vehicle 102 is not identified, when the vehicle 100 is faster than the first vehicle 101 and the first vehicle 101 is faster than the second vehicle 102 and the speed difference Vd is greater than a prescribed threshold value Vdth1.

[0081] Thus, the host vehicle 100 can start decelerating earlier than usual while taking into account the deceleration delay of the first vehicle 101 relative to the second vehicle 102, thereby preventing the host vehicle 100 from being affected by the sudden deceleration of the first vehicle 101.

[0082] In addition, in this embodiment, the electronic control unit 5 (control device) is configured to reduce the time rate of change of the deceleration of the vehicle when adjusting the inter-vehicle distance between the vehicle and the first vehicle 101, compared to a case where the second vehicle 102 is not identified, when the vehicle is faster than the first vehicle 101 and the first vehicle 101 is faster than the second vehicle and the speed difference Vd is above a prescribed threshold value Vdth1 and the second vehicle 102 is accelerating.

[0083] In this manner, even though the first vehicle 101 is gradually approaching the second vehicle 102, if the second vehicle 102 is accelerating, the first vehicle 101 is considered to be slightly decelerated and then accelerated again in conjunction with the acceleration of the second vehicle 102. Therefore, by decelerating more gradually than usual, it is possible to prevent the host vehicle 100 from being excessively decelerated.

[0084] In addition, in this embodiment, the electronic control unit 5 (control device) is configured to reduce the time rate of change of the acceleration of the vehicle when adjusting the inter-vehicle distance between the vehicle and the first vehicle 101, compared to a case where the second vehicle 102 is not identified, when the vehicle is slower than the first vehicle 101 and the first vehicle 101 is faster than the second vehicle 102 and the vehicle speed difference Vd is greater than a prescribed threshold value Vdth1.

[0085] Thus, when considering the over-acceleration of the first vehicle 101 relative to the second vehicle 102, the vehicle 100 can be accelerated more smoothly than usual, so even if the first vehicle 101 decelerates during the acceleration of the vehicle, the situation in which the vehicle 100 must be decelerated can be suppressed.

[0086] While the embodiments of the present invention have been described above, the above embodiments merely illustrate a part of application examples of the present invention, and the technical scope of the present invention is not limited to the specific configurations of the above embodiments.

[0087] Description of Reference Signs

[0088] 4. Surrounding vehicle information acquisition device (driving information acquisition device);

[0089] 5. Electronic control unit (control device);

[0090] 100 vehicles (this vehicle);

[0091] 101 first vehicle;

[0092] 102 second vehicle.

Claims

1. A vehicle having: a driving information acquisition device configured to identify a first vehicle traveling in the same lane as the host vehicle and ahead of the host vehicle, identify a second vehicle traveling in the same lane as the host vehicle and ahead of the first vehicle, and acquire driving information of the first and second vehicles; The control device is configured to, during the implementation of following control for adjusting the inter-vehicle distance between the host vehicle and the first vehicle by controlling the speed of the host vehicle, control the behavior of the host vehicle during acceleration and deceleration based on the speed difference between the speed of the first vehicle and the speed of the second vehicle when the second vehicle is recognized, The control device is configured to: When the present vehicle is faster than the first vehicle and the first vehicle is faster than the second vehicle and the speed difference is less than a specified threshold and the second vehicle is accelerating, the time rate of change of the deceleration of the present vehicle when adjusting the vehicle-to-vehicle distance is reduced compared to a case where the second vehicle is not identified.

2. The vehicle according to claim 1, wherein The control device is configured to: When the present vehicle is faster than the first vehicle and the first vehicle is faster than the second vehicle and the speed difference is greater than a specified threshold, the start timing of deceleration of the present vehicle when adjusting the inter-vehicle distance is advanced compared to a case where the second vehicle is not identified.

3. The vehicle according to claim 1, wherein The control device is configured to: When the present vehicle is slower than the first vehicle and the first vehicle is faster than the second vehicle and the speed difference is greater than a specified threshold, the time rate of change of the acceleration of the present vehicle when adjusting the vehicle-to-vehicle distance is reduced compared to a case where the second vehicle is not identified.

4. A method for controlling a vehicle, A driving information acquisition device is used to identify a first vehicle traveling in the same lane as the vehicle and ahead of the vehicle, and a second vehicle traveling in the same lane as the vehicle and ahead of the first vehicle, and to acquire driving information of the first and second vehicles. When the control device is performing following control to adjust the distance between the host vehicle and the first vehicle by controlling the speed of the host vehicle, when the second vehicle is identified, the behavior of the host vehicle during acceleration and deceleration is controlled based on the speed difference between the speed of the first vehicle and the speed of the second vehicle. Through the control device, when the present vehicle is faster than the first vehicle and the first vehicle is faster than the second vehicle and the speed difference is less than a specified threshold and the second vehicle is accelerating, the time rate of change of the deceleration of the present vehicle when adjusting the vehicle-to-vehicle distance is reduced compared to a case where the second vehicle is not identified.

5. A non-transitory computer storage medium storing a computer program for causing a computer to execute: Identify a first vehicle traveling in the same lane as the host vehicle and ahead of the host vehicle, identify a second vehicle traveling in the same lane as the host vehicle and ahead of the first vehicle, and obtain driving information of the first vehicle and the second vehicle. In the implementation of following control for controlling the speed of the host vehicle to adjust the inter-vehicle distance between the host vehicle and the first vehicle, when the second vehicle is identified, the behavior of the host vehicle during acceleration and deceleration is controlled based on the speed difference between the speed of the first vehicle and the speed of the second vehicle. When the present vehicle is faster than the first vehicle and the first vehicle is faster than the second vehicle and the speed difference is less than a specified threshold and the second vehicle is accelerating, the time rate of change of the deceleration of the present vehicle when adjusting the vehicle-to-vehicle distance is reduced compared to a case where the second vehicle is not identified.

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