Vehicle control device

Abstract

The present application relates to a control device for a vehicle for suppressing a decrease in the inter-vehicle distance between the queue participating vehicles during coasting travel in queue travel. Since, during the implementation of the queue travel, for each of the queue participating vehicles, information is obtained on the basis of the deceleration estimated value obtained from the driven torque during individual coasting travel in the current vehicle state, the driven torque of each of the queue participating vehicles is controlled so that the arrangement order of the queue participating vehicles becomes an arrangement order in which the deceleration estimated value becomes larger in order from the lead vehicle, and thus, even if the air resistance of the following vehicle relative to the preceding vehicle becomes smaller, the actual deceleration can be suppressed from becoming smaller. Thus, a decrease in the inter-vehicle distance between the queue participating vehicles during coasting travel in queue travel can be suppressed.

Description

Technical Field

[0001] This invention relates to a vehicle control device that controls the convoy movement of vehicles, including a lead vehicle and following vehicles. Background Technology

[0002] A vehicle control device is known that wirelessly links each vehicle in a convoy to control the convoy's movement. The convoy includes a lead vehicle and following vehicles that automatically follow the lead vehicle in a line, spaced at predetermined intervals. For example, the convoy control device described in Patent Document 1 belongs to this category. Patent Document 1 discloses that the vehicles forming the convoy are determined based on a driving plan used to control the vehicle speed at a target speed by alternately and repeatedly accelerating and decelerating or coasting.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2012-43444 Summary of the Invention

[0006] The problem that the invention aims to solve

[0007] However, there are risks associated with maintaining speed while driving in a convoy: for example, when coasting, where the driving torque is required to be zero and the vehicle decelerates naturally, the distance between vehicles in the convoy becomes shorter due to the different driving resistance of each vehicle.

[0008] The present invention was made against the background described above, and its object is to provide a vehicle control device that can suppress the shortening of the inter-vehicle distance between vehicles in the platoon during coasting in platooning.

[0009] Methods for solving problems

[0010] The main idea of ​​the first technical solution is that (a) a vehicle control device connects each vehicle in a convoy of vehicles, including a lead vehicle and following vehicles that automatically follow the lead vehicle at predetermined intervals, via wireless communication, and controls the convoy movement of the vehicles in the convoy; (b) during the convoy movement, for each vehicle in the convoy, information is obtained about an estimated value of deceleration based on the driven torque when coasting alone in the current vehicle state, and the driven torque of each vehicle in the convoy is controlled so that the order of the vehicles in the convoy is such that the estimated value of the deceleration increases sequentially from the lead vehicle.

[0011] Furthermore, the second technical solution, based on the vehicle control device described in the first technical solution, controls the driven torque obtained by engine braking generated by the friction of the engine in the convoy of vehicles equipped with an engine as a power source and an automatic transmission that transmits the power of the engine to the drive wheels by changing the gear ratio of the automatic transmission.

[0012] Furthermore, the third technical solution, based on the vehicle control device described in the first or second technical solution, controls the driven torque obtained by regenerative braking generated by the regenerative action of the rotating machine by changing the regenerative amount of the rotating machine in the convoy of vehicles equipped with a rotating machine as a power source.

[0013] Furthermore, the fourth technical solution, based on the vehicle control device described in any one of the first to third technical solutions, obtains information on the estimated value of the deceleration that takes into account the difference in air resistance obtained based on the arrangement order of the vehicles participating in the queue.

[0014] Furthermore, the fifth technical solution, based on the vehicle control device described in any of the first to fourth technical solutions, calculates an estimated value of the deceleration of each vehicle participating in the convoy based on the driven torque before the implementation of the convoy driving.

[0015] Furthermore, the sixth technical solution, based on the vehicle control device described in any of the first to fifth technical solutions, calculates an estimated value of the deceleration based on the driven torque for each vehicle participating in the convoy, based on the vehicle weight.

[0016] Furthermore, the seventh technical solution, based on the vehicle control device described in any of the first to sixth technical solutions, terminates the control of the driven torque when the inter-vehicle distance between any of the vehicles participating in the queue exceeds a predetermined termination determination threshold longer than the predetermined inter-vehicle distance due to the control of the driven torque.

[0017] The effects of the invention

[0018] According to the first technical solution, during the implementation of platooning, information is obtained regarding the estimated deceleration value of each participating vehicle based on the driven torque during individual coasting in its current vehicle state. The driven torque of each participating vehicle is controlled so that the order of the participating vehicles is such that the estimated deceleration value increases sequentially from the leading vehicle. Therefore, even if the following vehicles have lower air resistance relative to the leading vehicle, the actual decrease in deceleration is suppressed. Consequently, the shortening of the inter-vehicle distance between participating vehicles during coasting in platooning can be prevented.

[0019] Furthermore, according to the second technical solution, since the driven torque obtained by engine braking generated by engine friction can be controlled by changing the gear ratio of the automatic transmission in the platoon of vehicles equipped with an engine and an automatic transmission, the driven torque can be easily controlled so that the order of the platooning vehicles is such that the estimated value of deceleration increases sequentially from the leading vehicle.

[0020] Furthermore, according to the third technical solution, since the driven torque obtained by regenerative braking generated by the regenerative action of the rotating machine can be controlled by changing the regenerative amount of the rotating machine in the queuing vehicles equipped with the rotating machine, the driven torque can be easily controlled so that the order of the queuing vehicles is such that the estimated value of the deceleration increases sequentially from the leading vehicle.

[0021] Furthermore, according to the fourth technical solution, since information is obtained that takes into account the estimated value of deceleration based on the difference in air resistance obtained from the arrangement order of the vehicles participating in the queue, the situation where the actual deceleration is smaller even if the air resistance of the following vehicle is smaller than that of the preceding vehicle is further suppressed or avoided.

[0022] Furthermore, according to the fifth technical solution, since the estimated deceleration value based on the driven torque of each vehicle participating in the platoon is calculated before the implementation of platooning, the platoon can be formed by considering the variable range of the driven torque when platooning begins. Therefore, the driven torque can be easily controlled so that the order of the vehicles participating in the platoon is such that the estimated deceleration value increases sequentially from the lead vehicle.

[0023] Furthermore, according to the sixth technical solution, since the estimated value of the deceleration of each vehicle in the queue based on the driven torque is calculated based on the vehicle weight, the estimated value of the deceleration of each vehicle in the queue can be appropriately calculated in correspondence with the weight of the passenger.

[0024] Furthermore, according to the seventh technical solution, since the control of the driven torque ends when the distance between any queue of participating vehicles exceeds a predetermined termination threshold longer than a predetermined distance due to the control of the driven torque, the situation where the distance between queue of participating vehicles becomes shorter can be avoided, thus suppressing the distance from becoming longer. Attached Figure Description

[0025] Figure 1 This is a schematic diagram illustrating the basic structure of a queuing system as an embodiment of the present invention.

[0026] Figure 2 This means it can be used as Figure 1 The diagram shows an example of a queue of vehicles using a drive system. Figure 1 It is a diagram that shows the control functions and key components of a control system for various control purposes.

[0027] Figure 3 illustrate Figure 2 A schematic diagram of a specific example of a transmission device used in an HEV.

[0028] Figure 4 This indicates that it is set in Figure 3 A table showing the relationship between the multiple gear positions of the transmission unit in an HEV and the control state of the engagement device used to engage the gears.

[0029] Figure 5 This means that in Figure 3 A diagram illustrating an example of the gear mapping used in the gear shift control of the gear shift section.

[0030] Figure 6 This is a diagram illustrating an example of the deceleration setting prepared for coasting during convoy driving.

[0031] Figure 7This is a flowchart illustrating the key aspects of the control actions of a vehicle control device, and a flowchart illustrating the control actions used to suppress the shortening of the inter-vehicle distance between vehicles participating in the platoon during coasting in platooning.

[0032] Figure 8 This diagram illustrates an example of a deceleration setting that takes into account air resistance during gliding in a convoy.

[0033] Figure 9 This is a flowchart illustrating the key aspects of the control actions of a vehicle control device; it is also a flowchart illustrating the control actions used to suppress the shortening of the inter-vehicle distance between vehicles in a platoon during coasting during platooning; it is related to... Figure 7 The flowchart shows different embodiments. Detailed Implementation

[0034] In this embodiment of the invention, the vehicles participating in the convoy are various conventionally used vehicles, such as engine-driven vehicles, electric vehicles, or hybrid electric vehicles equipped with an engine and a rotating mechanism as power sources. The engine is, for example, an internal combustion engine such as a gasoline engine or a diesel engine. The engine can apply engine braking generated by friction during coasting. The rotating mechanism is, for example, an electric generator that can be selectively used as both an electric motor and a generator. The electric generator can function as a power source by being used as an electric motor, and can apply regenerative braking by being used as a generator. The rotating mechanism can also be, for example, an electric motor that does not function as a generator.

[0035] Furthermore, a fluid transmission device such as a torque converter may be provided as needed along the power transmission path between the power source and the automatic transmission. Depending on the power source, the fluid transmission device may be omitted. For example, an electric differential unit with a planetary gear mechanism and a differential control rotary machine, or a friction-engagement starting clutch, may also be provided along the power transmission path between the power source and the automatic transmission. The automatic transmission may be, for example, a planetary gear type or a dual-clutch type stepped transmission, but it may also be a continuously variable transmission (CVT) such as a belt type that controls the gear ratio in stages, similar to a stepped transmission.

[0036] Furthermore, the vehicle control device is a control device for vehicles. That is, all or part of the vehicle control device can be integrated into a server located at the headquarters or branch office of a transportation company or other location that manages the vehicles in the convoy. All or part of the vehicle control device can also be mounted in the vehicles in the convoy, or some control functions, such as transmission control for the automatic transmission, can be integrated into the onboard control device. The vehicles in the convoy can be configured, for example, with one lead vehicle and multiple following vehicles. Alternatively, the convoy can consist of two vehicles, one lead vehicle and one following vehicle. The movement of the vehicles in the convoy can be either manned (with a driver) or driverless (with an automatic steering system or other means that allows them to follow a predetermined route). Control of the convoy movement by the vehicle control device can be achieved through wireless communication between the server and each vehicle in the convoy, or through wireless communication between the vehicles in the convoy, such as vehicle-to-vehicle communication.

[0037] Furthermore, the following vehicle has the function of following at a predetermined interval. That is, the vehicle uses a control device to calculate the amount of drive required to maintain the interval between the following vehicle and the leading vehicle at a predetermined target interval, and controls the output of the power source to obtain this amount of drive, thereby implementing following control at the target interval. Preferably, in addition to performing the following control, the leading vehicle also calculates the amount of drive required to travel at a predetermined target speed, controls the output of the power source to obtain this amount of drive, thereby implementing autonomous driving control at a predetermined target speed. The autonomous driving control can be constant speed driving control at a fixed target speed, or it can be automatic driving control that changes the speed while gradually changing according to the target speed set according to the driving route. The following vehicle can also implement the autonomous driving control in the same way as the leading vehicle. That is, preferably, it is configured such that there is no functional need to distinguish between the leading vehicle and the following vehicle, and it can participate in the convoy as either the leading vehicle or the following vehicle. Preferably, the output control of the power source in the following driving control and the autonomous driving control is controlled in a manner that includes negative torque generated by engine braking or regenerative control of the rotating machine, and braking force control can also be performed through an automatic braking system. Additionally, the lead vehicle can also control the output of the power source to drive according to the driver's acceleration and deceleration operations. Alternatively, the lead vehicle can also use a vehicle control device to manage the gear shifting of the automatic transmission; however, for example, a pilot vehicle that manually shifts the automatic transmission can be arranged before the lead vehicle.

[0038] The vehicles participating in the platoon can be a mix of various types of vehicles equipped with automatic transmissions of different numbers of gears, or they can consist of only vehicles equipped with one type of automatic transmission with the same number of gears. For the vehicles participating in the platoon, it is not necessary to set the shift timing for platooning; the shift timing used for individual driving can be used directly during platooning.

[0039] Furthermore, the gear ratio of the automatic transmission is defined as "the rotational speed of the input rotating component / the rotational speed of the output rotating component". The high-side gear ratio of the automatic transmission is the gear ratio on the high-speed side, which is the side with the smaller gear ratio. The low-side gear ratio of the automatic transmission is the gear ratio on the low-speed side, which is the side with the larger gear ratio. For example, the lowest-side gear ratio is the lowest-speed-side gear ratio, which is the maximum gear ratio at which the gear ratio reaches its maximum value.

[0040] The embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

[0041] Example 1

[0042] Figure 1 This is a schematic diagram illustrating the basic structure of a queuing system 10, which is an embodiment of the present invention. Figure 1 In this system, the platooning system 10 is configured with platooning vehicles 12 and a server 20 serving as the platoon management center. Such platooning is conducted, for example, on a dedicated road for automobiles, such as a highway. The platooning vehicles 12 include multiple platooning vehicles 12le, 12fo-1, 12fo-2, ..., 12fo-n. Placing vehicle 12le is the lead vehicle of the platoon. Placing vehicles 12fo-1, 12fo-2, ..., 12fo-n are follow vehicles that automatically follow the lead vehicle 12le at predetermined intervals. They are labeled 12fo-1, 12fo-2, ..., 12fo-n sequentially from the leading side. In this embodiment, unless otherwise specified, the follow vehicles 12fo-1, 12fo-2, ..., 12fo-n are referred to as follow vehicles 12fo, and the lead vehicle 12le and the follow vehicles 12fo are referred to as platooning vehicles 12. Server 20 is, for example, an electronic control device such as a personal computer. Server 20 may be located, for example, at the headquarters or business office of the company to which the vehicles 12 in the queue belong, or it may be located in commercial facilities.

[0043] Figure 2 This means it can be used as Figure 1 A diagram illustrating an example of queue 12 and queue 30 is provided, along with an overview of the drive system. Figure 1 This diagram illustrates the various control functions and key components of a control system. Figure 2 In this context, vehicle 30 is a typical vehicle capable of both convoy driving and independent driving, equipped with an onboard control unit 130 as an onboard electronic control device. When vehicle 30 participates in a convoy of vehicles 12, the onboard control units 130 of each vehicle 12 in the convoy are linked to server 20 via a wireless communication network such as a mobile phone network, wireless LAN network, or the Internet (see reference). Figure 1 It can send and receive various types of information. Alternatively, when vehicle 30 participates in a queue as vehicle 12, it can also be linked through wireless communication between the queue participants, such as vehicle-to-vehicle communication.

[0044] The vehicle control unit 130 and server 20 are configured, for example, as a so-called microcomputer equipped with a CPU, RAM, ROM, input / output interfaces, etc. The CPU can perform various controls by utilizing the temporary storage function of RAM and performing various signal processing according to the program pre-stored in ROM. The vehicle control unit 130 and server 20 are vehicle control devices 150 that connect each queue of vehicles 12 via wireless communication R and control the platooning of vehicles 12.

[0045] Vehicle 30 is a hybrid electric vehicle with front-engine, rear-wheel drive (FR) configuration, meaning it is a four-wheel drive system. Vehicle 30 is equipped with an engine 32, a HEV (Hybrid Electric Vehicle) transmission 34 connected to the engine 32, and a transfer case 36 connected to the HEV transmission 34. The front driveshaft 38 and rear driveshaft 46 are respectively connected to the transfer case 36. Power transmitted from the engine 32 and HEV transmission 34 to the transfer case 36 is distributed to the front driveshaft 38 and rear driveshaft 46 via the transfer case 36. The power distributed to the front driveshaft 38 is transmitted to the left and right front wheels 44 via the front-wheel differential gear 40 and the left and right front driveshafts 42. Additionally, power distributed to the rear driveshaft 46 is transmitted to the left and right rear wheels 52 via the rear-wheel differential gear 48 and the left and right rear driveshafts 50. The rear wheel 52 is the primary drive wheel in both two-wheel drive (2WD) and four-wheel drive (4WD) modes. The front wheel 44 is the driven wheel in 2WD mode and the secondary drive wheel in 4WD mode.

[0046] Engine 32 is an internal combustion engine such as a gasoline engine or a diesel engine, used as a power source SP for driving. Engine 32 is controlled by an onboard control device 130, which includes an engine control unit (not shown in the figure) with a throttle actuator, fuel injection device, ignition device, etc., to control the engine torque Te, which is the output torque of engine 32. Furthermore, when engine 32 is driven by power input from the drive wheel DW side during coasting, for example, engine braking can be generated by friction.

[0047] Figure 3 This is a schematic diagram illustrating a specific example of a transmission device 34 used in an HEV. Figure 3In the HEV transmission 34, a rotating mechanism MG and a transmission unit 64 are provided. The rotating mechanism MG is housed within a gearbox 60, which is mounted on the vehicle body and serves as a non-rotating component. The transmission unit 64 is connected to the rotating mechanism MG and the engine 32 via a torque converter 62. Additionally, the HEV transmission 34 is equipped with an MG connecting shaft 66. These rotating mechanisms MG, torque converter 62, and transmission unit 64 are configured approximately symmetrically with respect to a centerline. Figure 3 In the architecture diagram, the lower half of the center line is omitted. Hereinafter, gearbox 60 will be referred to as gearbox 60.

[0048] The rotating motor MG is an electric generator that functions as both an electric motor that generates mechanical power from electricity and a generator that generates electricity from mechanical power; for example, it is a three-phase AC synchronous motor. The rotating motor MG's torque Tmg and rotational speed Nmg are controlled by the onboard control unit 130. The rotating motor MG is connected to the MG connecting shaft 66 for power transmission. That is, the rotating motor MG is connected to the power transmission path between the engine 32 and the torque converter 62 for power transmission. The rotating motor MG is used as a power source SP for driving, generating driving power in place of the engine 32 or together with the engine 32. Furthermore, when the rotating motor MG is rotated by the power from the engine 32, or by power input from the drive wheel DW side, it generates electricity through regenerative control in a manner that functions as a generator, and when connected to the drive wheel DW, regenerative braking is generated by the regenerative action. The rotating motor MG is connected to the crankshaft of the engine 32 directly or via a damper (not shown) or similar device. An engine on / off clutch for connecting and disconnecting power transmission can also be installed between the rotating machine MG and the engine 32.

[0049] The torque converter 62 is equipped with a pump impeller 62a connected to the rotating machine MG via the MG connecting shaft 66, and a turbine impeller 62b connected to the input shaft 68 of the transmission unit 64. The torque converter 62 is equipped with a known lock-up clutch LU clutch 70, which connects the pump impeller 62a and the turbine impeller 62b.

[0050] The transmission unit 64 is located in the power transmission path between the torque converter 62 and the transfer case 36. The output shaft 72 of the transmission unit 64 is connected to the transfer case 36. The transmission unit 64 is an automatic transmission that transmits power from the power source SP to the drive wheels DW.

[0051] The transmission unit 64, for example, is a known planetary gear type stepped automatic transmission, equipped with: a first planetary gear unit 74 and a second planetary gear unit 76, and multiple sets of planetary gear units; and multiple engaging devices including a one-way clutch F1, clutch C1, clutch C2, clutch C3, brake B1, and brake B2. Hereinafter, clutch C1, clutch C2, clutch C3, brake B1, and brake B2 will be referred to as engaging device CB unless otherwise specified.

[0052] The engaging device CB is a known hydraulic friction engaging device, consisting of a multi-plate or single-plate clutch, brake, or manual brake that is pulled by a hydraulic actuator and pushed by a hydraulic actuator. For the engaging device CB, the hydraulic pressure PRcb of each CB hydraulic system supplied from a hydraulic control circuit (not shown in the figure) is controlled by the on-board control device 130, causing changes in the CB torque Tcb, which is the torque capacity of each system. This switches the engaging state, the releasing state, and other operating states, i.e., switches the control state.

[0053] In the transmission unit 64, the rotating elements of the first planetary gear assembly 74 and the second planetary gear assembly 76 are directly or indirectly partially connected to each other via the engaging device CB and the one-way clutch F1, or connected to the input shaft 68, the housing 60, or the output shaft 72. The rotating elements of the first planetary gear assembly 74 are the sun gear S1, the planetary gear carrier CA1, and the ring gear R1, and the rotating elements of the second planetary gear assembly 76 are the sun gear S2, the planetary gear carrier CA2, and the ring gear R2.

[0054] The transmission unit 64 is a stepped transmission. It is engaged by any of the engagement devices CB, selectively forming multiple transmission stages (also called gears) GS with different gear ratios (also called gear ratios) γ (=input speed Ni / output speed No). The transmission unit 64 switches gears GS corresponding to the driver's acceleration operation, vehicle speed V, etc., via the vehicle control device 130. The input speed Ni is the rotational speed of the input shaft 68, which is the input speed of the transmission unit 64, and is the same as the turbine speed Nt, which is the rotational speed of the turbine shaft driven by the turbine impeller 62b. The output speed No is the rotational speed of the output shaft 72, which is the output speed of the transmission unit 64.

[0055] For example, such as Figure 4 As shown in the operation card table, the transmission unit 64 has four forward gears (1st to 4th) and a reverse gear (Rev) as multiple gears GS. The gear ratio γ is the largest in the 1st gear, and the gear ratio γ becomes smaller as the gear GS is closer to the higher side of the 4th gear which is capable of high-speed driving. Figure 4 The engagement table is a table summarizing the relationship between each gear position (GS) and the various control states of the engagement device (CB). Figure 4 In the diagram, "〇" indicates engagement, "(〇)" indicates engagement during engine braking or in coasting mode of the transmission unit 64, and blank spaces indicate release. When the transmission unit 64 is in gear GS, it is in a state where it can transmit power. The neutral state of the transmission unit 64 ("N" in the diagram) is a state where it cannot transmit power, i.e., it cannot transmit power. This is achieved, for example, by releasing the engagement devices CB to cut off the power transmission of the transmission unit 64.

[0056] return Figure 2 The transfer case 36 is equipped with, for example, a secondary transmission, a distribution mechanism, a differential lock-up device, and a two-wheel drive to four-wheel drive switching device. The secondary transmission shifts the rotation transmitted from the output shaft 72 of the transmission unit 64 into two levels: high (transfer case Hi) and low (transfer case Lo). The distribution mechanism distributes the torque output from the secondary transmission to the front drive shaft 38 and the rear drive shaft 46 at a predetermined distribution ratio. The differential lock-up device restricts the differential rotation of the front drive shaft 38 and the rear drive shaft 46. The two-wheel drive to four-wheel drive switching device switches between two-wheel drive that drives only the rear wheels 52 and four-wheel drive that drives all wheels (front wheels 44 and rear wheels 52). The secondary transmission's high / low shifting device, differential lock-up device, and two-wheel drive to four-wheel drive switching device are electrically controlled by the vehicle control unit 130. Alternatively, a transfer case 36 capable of electrically controlling the torque distribution ratio between the front drive shaft 38 and the rear drive shaft 46 can be used.

[0057] The vehicle 30 is also equipped with an automatic braking system 80 in connection with the adaptive cruise control described later. The automatic braking system 80 electrically controls the braking force, i.e., brake hydraulic pressure, of the individual wheel brakes 82fl, 82fr, 82rl, and 82rr ​​located on the front wheels 44 and rear wheels 52, according to instructions from the onboard control unit 130. Hereinafter, the wheel brakes 82fl, 82fr, 82rl, and 82rr ​​will be simply referred to as wheel brakes 82 unless otherwise specified. Furthermore, by depressing the brake pedal (not shown in the figure), brake hydraulic pressure is supplied to the wheel brakes 82 via the master cylinder, and the wheel brakes 82 mechanically generate a braking force corresponding to this brake hydraulic pressure, i.e., the braking operating force.

[0058] The vehicle 30 is equipped with an on-board control device 130, which serves as a control device for implementing various controls. The on-board control device 130 is configured to include multiple electronic control devices, such as those for engine control, MG control, and hydraulic control, as needed.

[0059] The vehicle control unit 130 provides various signals based on the detection values ​​of various sensors equipped on the vehicle 30 (e.g., engine speed sensor 90, turbo speed sensor 92, output speed sensor 94, MG speed sensor 96, accelerator opening sensor 98, throttle opening sensor 100, road slope sensor 102, acceleration sensor 104, gear detection device 106, vehicle distance sensor 108 such as millimeter-wave radar, cruise control setting device 110, queuing participation device 112, etc.). The engine speed Ne (equivalent to the input speed Ni), turbine speed Nt (equivalent to the input speed Ni), output speed No (corresponding to the vehicle speed V), MG speed Nmg, accelerator opening θacc (indicating the driver's output demand as an acceleration control component such as the accelerator pedal), throttle opening θth (indicating the opening of the electronic throttle), road slope Φ, vehicle 30's front-rear acceleration Ga, left-right acceleration Gb, gear GS of transmission unit 64, distance from preceding vehicles Dis, automatic cruise setting information Acrui, queue participation information Cara, etc. The gear position detection device 106 can detect the gear position GS, for example, based on the control state of the engagement device CB of transmission unit 64, or it can determine the gear position GS by calculating the gear ratio γ based on the input speed Ni and output speed No.

[0060] The automatic cruise control setting device 110 is a device that automatically controls the power source SP in an automated driving mode, selecting automatic cruise control for constant speed driving and following driving, so that it can drive at a predetermined target driving state without the need for driver acceleration or deceleration. That is, in addition to manual driving, where the vehicle 30 can control the engine 32 and the rotating engine MG according to the driver's acceleration or deceleration operations via the accelerator pedal, it can also perform automatic cruise control, automatically controlling the engine 32 and the rotating engine MG according to a target vehicle speed Vt. The automatic cruise control setting device 110 is a device that, in addition to selecting automatic cruise control, also sets the target vehicle speed Vt, increases or decreases the target vehicle speed Vt, and sets the target distance Dt when following a preceding vehicle. For example, it is mounted on a steering wheel, etc., and the driver inputs the target vehicle speed Vt, target distance Dt, etc., as automatic cruise control setting information Acrui.

[0061] The queuing participation device 112 is operated when a vehicle joins a queuing as either the lead vehicle 12le or a following vehicle 12fo. The driver inputs queuing participation information (Cara) such as whether the vehicle joins as the lead vehicle 12le or as a following vehicle 12fo, and the driving order when joining as a following vehicle 12fo. While the driver could also input vehicle information such as the vehicle identification number (which can individually identify the vehicle 30) and the gear number (GS) of the transmission unit 64 as queuing participation information (Cara), this is not necessary if the information is pre-registered in the vehicle control device 130 through initial settings. Furthermore, in this embodiment, vehicles equipped with continuously variable transmissions (CVTs) or manual transmissions, unlike the vehicle 30, may also join the queuing as queuing participation vehicles 12. Information about these CVTs or manual transmissions is also set as queuing participation information (Cara) in the vehicle control device of that vehicle, which is linked to the server 20. The queuing participation device 112 may be constructed using a touchscreen or similar device, but input can also be made using a smartphone or other terminal held by the driver. Alternatively, queue managers can pre-set queue implementation information in server 20, such as the date and time of queue travel, the number of queue participants 12, whether it is the lead vehicle 12le or the following vehicle 12fo, and the travel order of the following vehicle 12fo. Server 20 can then transmit this queue implementation information to the queue participants 12 and their drivers.

[0062] The vehicle control unit 130 outputs various command signals for controlling various devices equipped on the vehicle 30 (e.g., engine control command signal Se for controlling the engine 32, MG control command signal Smg for controlling the MG, gear shift control command signal Ssh for switching the gear GS of the gear shift 64, transfer case control command signal Stf for switching the power transmission state of the transfer case 36, and automatic braking control command signal Sbr for controlling the automatic braking system 80).

[0063] In addition, the vehicle control unit 130 communicates with the server 20 via wireless communication R, sending and receiving various information I. For example, the vehicle control unit 130 receives control information Ic from the server 20 and sends vehicle information Iv to the server 20. The control information Ic includes, for example, information such as: information on a queuing indicator indicating that queuing is in progress; queuing implementation information; information indicating the gear position GS of the transmission unit 64; and information indicating the amount of electricity generated by the rotating machine MG during regeneration operation, i.e., the amount of regeneration. The vehicle information Iv includes, for example, information such as: vehicle identification information identifying each vehicle 12 participating in the queuing; driving order information including the lead vehicle 12e; transmission information regarding the type and number of gears of the transmission unit 64; information on the front-to-back acceleration Ga and deceleration Gr of the vehicle 30 during coasting; and information on the inter-vehicle distance Dis. The deceleration Gr represents the absolute value of the front-to-back acceleration Ga, which is negative. Furthermore, the vehicle control unit 130 can also transmit and receive various information I between itself and the server 20 via wireless communication R between itself and other vehicles 12 in a different queue than vehicle 30. Additionally, vehicle specifications such as the output characteristics of the engine 32, the output characteristics of the rotating engine MG, and the vehicle's unit weight WTvs can be stored in a non-volatile memory equipped on the vehicle control unit 130.

[0064] In order to realize various controls in the vehicle 30, the on-board control device 130 includes the following functions: a power source control component, namely a power source control unit 132; a transmission control component, namely a transmission control unit 134; an automatic cruise control component, namely an automatic cruise control unit 136; and a platoon driving control component, namely a platoon driving control unit 138.

[0065] The power source control unit 132 is a hybrid power control component, i.e., a hybrid power control unit, that coordinates the engine 32 and the rotating machine MG to operate and implement hybrid power drive control, etc. The power source control unit 132 calculates the driver's drive demand for the vehicle 30 by applying the accelerator opening θacc and vehicle speed V to a drive demand mapping. This drive demand mapping is a predetermined relationship, obtained and stored in advance through experimentation or design. The drive demand is the required value of the drive output from the vehicle 30. The drive quantity is, for example, the drive force Fr and drive torque Tr at the drive wheel DW, and the drive demand is, for example, the required drive force Frdem and required drive torque Trdem at the drive wheel DW. Taking into account transmission losses, auxiliary machine load, and the gear ratio γ of the transmission unit 64, the power source control unit 132 outputs, for example, an engine control command signal Se for controlling the engine 32 and an MG control command signal Smg for controlling the rotating machine MG, in order to obtain the torque of the power source SP required to achieve the required drive torque Trdem.

[0066] The HEV transmission 34 may also be equipped, for example, with an engine-on / off clutch on the power transmission path between the rotating machine MG and the engine 32, which cuts off the power transmission between them. When equipped with the engine-on / off clutch, if the clutch is in the released state and the engine 32 is in a stopped state, the power source control unit 132 can perform motor-driven operation, i.e., BEV (Battery Electric Vehicle) operation, where only the rotating machine MG is used as the power source SP. For example, if the required drive torque Trdem is provided using only the output of the rotating machine MG, the power source control unit 132 establishes the BEV drive mode as the drive mode. The BEV drive mode is an electric drive mode capable of BEV operation (i.e., electric driving). On the other hand, at least if the required drive torque Trdem cannot be provided without utilizing the output of the engine 32, the power source control unit 132 establishes the engine drive mode, i.e., the HEV drive mode, as the drive mode. The HEV drive mode is a hybrid drive mode in which engine driving, i.e., hybrid driving (=HEV driving), is performed when the clutch used for engine on / off is engaged, at least using the engine 32 as the power source SP. On the other hand, even when the required drive torque Trdem can be provided solely by the output of the rotary engine MG, the power source control unit 132 activates the HEV drive mode as the drive mode when warm-up of the engine 32 or the like is required.

[0067] The transmission control unit 134, for example, uses a transmission mapping as a predetermined relationship to determine the transmission speed of the transmission unit 64, and outputs a transmission control command signal Ssh to implement transmission control of the transmission unit 64 as needed. Figure 5 It is equipped with Figure 3 The 4-speed transmission is an example of the gear mapping in the case of transmission section 64. Figure 5 The gear shift mapping, for example, has a defined relationship on a two-dimensional coordinate system with vehicle speed V and required drive torque Trdem as variables, using shift lines to determine the gear shift of transmission 64. These shift lines are upshift lines (see solid lines) for determining upshifts and downshift lines (see dashed lines) for determining downshifts. The numbers "1" to "4" in the diagram represent gears 1 through 4. Figure 5 In the gear shift mapping, the output speed No can be used instead of the vehicle speed V. In addition, the required driving torque Trdem can be used instead of the required driving force Frdem, accelerator opening θacc, throttle opening θth, etc.

[0068] The automatic cruise control unit 136 implements automatic cruise driving as an automatic driving system. Automatic cruise driving does not require driver acceleration or deceleration and operates autonomously, implementing constant-speed driving control at a target vehicle speed Vt set by the automatic cruise setting device 110, and following driving control while maintaining a target inter-vehicle distance Dt set by the automatic cruise setting device 110. In constant-speed driving control, the automatic cruise control unit 136 calculates the required drive torque Trdem needed to drive at the target vehicle speed Vt, and, taking into account transmission losses, auxiliary machine load, and the gear ratio γ of the transmission unit 64, outputs an engine control command signal Se to control the engine 32, and an MG control command signal Smg to control the rotating machine MG, in order to obtain the torque of the power source SP required to achieve the required drive torque Trdem. The required drive torque Trdem is calculated, for example, based on the difference between the target vehicle speed Vt and the vehicle speed V through feedback control, feedforward control, etc. On the other hand, in the following control that maintains a target vehicle distance Dt relative to the preceding vehicle and follows it, the automatic cruise control unit 136 calculates the required drive torque Trdem needed to follow the vehicle when the vehicle distance Dis becomes the target vehicle distance Dt, and controls the engine torque Te and MG torque Tmg to obtain the required drive torque Trdem. For example, the target vehicle distance Dt is variably set according to the vehicle speed V, etc. In addition, when the required drive torque Trdem is negative (negative value) such as when the preceding vehicle decelerates, the automatic cruise control unit 136 generates engine braking from the engine 32 or regenerative braking from the rotating machine MG, or, if necessary, combines it with the braking force of the wheel brakes 82 controlled by the automatic braking system 80 to obtain the negative required drive torque Trdem. In this embodiment, the negative drive torque Tr generated by engine braking, regenerative braking, etc., is referred to as the driven torque Trr. In addition, during this automatic cruise control, the transmission control unit 134 also implements according to Figure 5 The transmission control of the transmission unit 64 switches gears GS by changing transmission conditions such as transmission mapping.

[0069] The platooning control unit 138 is a control unit related to platooning control when vehicle 30 participates in platooning as vehicle 12. For example, it sends platooning participation information Cara to server 20 and participates in platooning, and the automatic cruise control unit 136 performs automatic cruise control. When participating in platooning as a following vehicle 12fo, the platooning control unit 138 follows the preceding vehicle while maintaining a predetermined distance Dis, such as a target distance Dt, relative to the preceding vehicle through follow-up control. In addition, when vehicle 30 can drive autonomously without driver acceleration, deceleration, or steering operations, or when it can drive unattended, the platooning control unit 138 can also participate in platooning in either autonomous or unattended mode.

[0070] Here, server 20 is functionally equipped with queue management control means, namely queue management control unit 22. Queue management control unit 22 determines whether queue movement is in progress. For example, queue management control unit 22 determines whether queue movement is in progress based on various information I exchanged between it and the vehicles 12 participating in the queue. If it determines that queue movement is in progress, queue management control unit 22 obtains vehicle information Iv required for queue movement management, drive quantity management, etc., from each vehicle 12 participating in the queue, and sends control information Ic required for queue movement control, drive quantity control, etc., to each vehicle 12 participating in the queue.

[0071] However, when repeatedly accelerating and coasting while maintaining a target vehicle speed Vt and / or a target inter-vehicle distance Dt in platooning, the inter-vehicle distance Dis can easily change if the deceleration Gr differs due to the different current vehicle states of each vehicle 12 in the platoon during coasting. Furthermore, even if the deceleration Gr of each vehicle 12 in the platoon is roughly the same during coasting, there is still a possibility that the inter-vehicle distance Dis can change due to differences in the driving resistance of each vehicle 12 in the platoon. The change in inter-vehicle distance Dis is suppressed by controlling the target inter-vehicle distance Dt. However, since the control of maintaining the target inter-vehicle distance Dt is performed after a change in inter-vehicle distance Dis occurs, it is advisable to pre-set the vehicle state to one where the inter-vehicle distance Dis is unlikely to change when switching to coasting. However, since a change in the inter-vehicle distance Dis in a way that increases Dis would give the driver peace of mind, it is preferable not to change the inter-vehicle distance Dis in a way that decreases Dis.

[0072] Therefore, during platooning, the vehicle control device 150 adjusts the driven torque Trr of each participating vehicle 12 in the platoon by controlling the driven torque CTrr, so that the arrangement order of the participating vehicles 12 is such that the estimated value of deceleration Gr increases sequentially from the lead vehicle 12le. That is, during platooning, the vehicle control device 150 performs driven torque adjustment control CTrr before transitioning to coasting. In this embodiment, the estimated value of deceleration Gr is referred to as the estimated deceleration Grre.

[0073] Specifically, the vehicle control unit 150 calculates the estimated deceleration Gre for each participating vehicle 12 in the convoy, based on the driven torque Trr obtained when coasting alone in the current vehicle state. For example, in a participating vehicle 12 equipped with an engine 32, the onboard control unit 130 calculates the driven torque Trr obtained by engine braking when coasting, based on the current engine speed Ne. Additionally, in a participating vehicle 12 equipped with a rotary engine MG, the onboard control unit 130 calculates the driven torque Trr obtained by regenerative braking when coasting in the current vehicle state. In a participating vehicle 12 equipped with both an engine 32 and a rotary engine MG, the onboard control unit 130 can also calculate the total driven torque Trr obtained by adding the driven torque Trr obtained by regenerative braking to the driven torque Trr obtained by engine braking. The onboard control unit 130 calculates the estimated deceleration Gre based on the driven torque Trr and the driving resistance RL when coasting alone in the current vehicle state. For example, when driving stably on a flat road, the driving resistance RL is the sum of air resistance Fa as a function of vehicle speed V and rolling resistance Frl as a function of vehicle weight WTv (=Fa+Frl)[N], where WTv is the total weight obtained by adding the weight of passengers, etc., to the vehicle's net weight WTvs. The onboard control device 130 calculates the driving resistance RL when coasting alone in the current vehicle state by applying the current vehicle speed V and vehicle weight WTv to a driving resistance mapping based on a predetermined relationship. Thus, the vehicle control device 150 calculates the estimated deceleration Gre based on the driven torque Trr of each vehicle participating in the platoon, based on the vehicle weight WTv.

[0074] The vehicle control device 150 can calculate the estimated deceleration Gre of each vehicle 12 participating in the platoon based on the driven torque Trr after the start of platooning, i.e. during the implementation of platooning, or it can calculate the estimated deceleration Gre before the implementation of platooning. By calculating the estimated deceleration Gre before the implementation of platooning, the platoon can be formed using the information of the estimated deceleration Gre at the start of platooning.

[0075] The driven torque adjustment control CTrr is performed during platooning operations, but not during platooning operations. Therefore, the vehicle control device 150 determines whether platooning operations have started.

[0076] When the vehicle control device 150 determines that platooning has started, that is, during the implementation of platooning, it obtains information on the estimated deceleration Grre based on the driven torque Trr obtained when the vehicle is coasting alone in the current vehicle state for each participating vehicle 12, and performs driven torque adjustment control CTrr.

[0077] Furthermore, in some cases, the estimated deceleration Gre cannot be calculated for any of the vehicles in the convoy 12. In this case, the driven torque adjustment control CTrr cannot be performed. Therefore, when the vehicle control device 150 determines that convoy driving has started, it determines whether the estimated deceleration Gre based on the driven torque Trr for each of the convoy vehicles 12 can be obtained, i.e., whether it can be known. If the vehicle control device 150 determines that the estimated deceleration Gre can be known, it performs the driven torque adjustment control CTrr.

[0078] In the driven torque adjustment control CTrr, the vehicle control device 150 understands that, under the current vehicle state, the estimated deceleration Gre of the participating vehicles 12 can be changed by adjusting the driven torque Trr. Furthermore, considering the adjustable range of the estimated deceleration Gre, i.e., changing the driven torque Trr, the control device 150 aims to form a queue where the difference in estimated deceleration Gre between the preceding and following vehicles of the queue is uniform due to the difference in driven torque Trr. The vehicle control device 150 determines the arrangement order of the participating vehicles 12 based on the estimated deceleration Gre generated by the determined driven torque Trr. The vehicle control device 150 forms the queue such that the vehicle with the smallest estimated deceleration Gre is the lead vehicle 12le, and vehicles with larger estimated deceleration Gres follow in succession.

[0079] In the convoy vehicle 12 equipped with engine 32 and transmission unit 64, the on-board control device 130 controls the driven torque Trr obtained by engine braking from engine 32 by changing the gear ratio γ of transmission unit 64. That is, by changing the gear ratio γ of transmission unit 64, the on-board control device 130 can adjust the driven torque Trr and change the estimated deceleration Gre. When equipped with... Figure 3 When the transmission unit 64 is a 4-speed gearbox, the vehicle control unit 130 can adjust the estimated deceleration Gre in four discontinuous levels by adjusting the driven torque Trr generated by the engine 32. Alternatively, when the transmission unit 64 is equipped with a continuously variable transmission (CVT), the vehicle control unit 130 can set a continuous estimated deceleration Gre by adjusting the driven torque Trr generated by the engine 32.

[0080] In the convoy vehicle 12 equipped with the rotary engine MG, the onboard control unit 130 controls the driven torque Trr obtained through regenerative braking of the rotary engine MG by changing the regenerative amount of the rotary engine MG. That is, the onboard control unit 130 can adjust the driven torque Trr and change the estimated deceleration Gre by changing the regenerative amount of the rotary engine MG. When the rotary engine MG is used as a power source SP, the onboard control unit 130 can set a continuous estimated deceleration Gre by adjusting the driven torque Trr generated by the rotary engine MG.

[0081] Figure 6 This diagram illustrates an example of the deceleration setting prepared for coasting during platooning. Figure 6 In the diagram, point a represents the estimated deceleration Gre that the leading vehicle 12le can set in the current vehicle state. The range of the solid line b represents the range of the estimated deceleration Gre that the following vehicle 12fo-1 can set in the current vehicle state. The range of the solid line b corresponds, for example, to the variable speed range of a continuously variable transmission (CVT) or the variable range of the regeneration amount of a rotary engine MG. Points c and d represent the estimated deceleration Gre that the following vehicle 12fo-2 can set in the current vehicle state, respectively. Point d represents the state where the stepped transmission has been downshifted relative to point c. Since even the minimum estimated deceleration Gre (referencing point c) among the estimated deceleration Gre that the following vehicle 12fo-2 can set will not be lower than the estimated deceleration Gre of the leading vehicle 12le and the following vehicle 12fo-1, "Deceleration 2," corresponding to the minimum estimated deceleration Gre, is selected as the estimated deceleration Gre of the following vehicle 12fo-2. The estimated deceleration Gre of the following vehicle 12fo-1 can be set based on "Deceleration 1" set as the estimated deceleration Gre of the leading vehicle 12le and "Deceleration 2" set as the estimated deceleration Gre of the following vehicle 12fo-2. Figure 6 In this embodiment, the estimated deceleration Gre of the following vehicle 12fo-1 is set to "deceleration 1.5" at the estimated deceleration Gre (reference point e) between the leading vehicle 12le and the following vehicle 12fo-2. By performing the aforementioned driven torque adjustment control CTrr, it is possible to suppress or prevent the shortening of the inter-vehicle distance Dis during coasting. Furthermore, Figure 6 The queue is formed as follows: at the start of queuing, the estimated deceleration Gre that can be set in each vehicle is calculated. After determining the arrangement order of the vehicles 12 participating in the queue and the estimated deceleration Gre, the queue is formed while adjusting the driven torque Trr based on these arrangement order and estimated deceleration Gre. Furthermore, Figure 6 The queue in the text is a queue formed by adjusting the driving torque Trr and changing the order of the vehicles 12 participating in the queue, based on the arrangement order determined during the queue's movement and the estimated deceleration Gre. Additionally, Figure 6 The queue in the text is: a queue formed by adjusting the driven torque Trr while maintaining the established order based on the order determined during the queue's movement and the estimated deceleration Gre.

[0082] Figure 7 This is a flowchart illustrating the essential parts of the control operation of the vehicle control device 150. It is a flowchart illustrating the control operation used to suppress the shortening of the inter-vehicle distance Dis between vehicles 12 participating in the platoon during coasting during platooning. For example, it is repeatedly implemented.

[0083] exist Figure 7 In this flowchart, each step corresponds to the function of the vehicle control device 150. In step S10 (hereinafter, "steps" are omitted), it is determined whether platooning has started. If the determination in S10 is negative, the procedure ends. If the determination in S10 is positive, in S20, it is determined whether the estimated deceleration Gre of each vehicle 12 participating in the platoon, obtained from the driven torque Trr, can be measured. If the determination in S20 is negative, the procedure ends. If the determination in S20 is positive, in S30, the driven torque Trr of each vehicle is adjusted to make the steps of the estimated deceleration Gre of the vehicles 12 participating in the platoon uniform. Next, in S40, the platoon is formed in order of the smallest estimated deceleration Gre obtained from the driven torque Trr, i.e., in a manner where the estimated deceleration Gre increases towards the end. Next, in S50, it is determined whether platooning has ended. If the determination in S50 is negative, S50 is repeated. If the judgment in S50 is positive, the driven torque adjustment control CTrr is terminated in S60.

[0084] As described above, according to this embodiment, during the implementation of platooning, information on the estimated deceleration Grre obtained for each participating vehicle 12 based on the driven torque Trr during individual coasting in the current vehicle state is obtained. The driven torque Trr of each participating vehicle 12 is controlled so that the arrangement order of the participating vehicles 12 is such that the estimated deceleration Gr increases sequentially from the leading vehicle 12le. Therefore, even if the air resistance of the following vehicle 12fo is small relative to the leading vehicle, the actual deceleration Gr can be suppressed from decreasing. Thus, the shortening of the inter-vehicle distance Dis between participating vehicles 12 during coasting in platooning can be suppressed.

[0085] Furthermore, according to this embodiment, since the driven torque Trr obtained by engine braking is controlled by changing the gear ratio γ of ...

[0086] Furthermore, according to this embodiment, since the driven torque Trr obtained by regenerative braking is controlled by changing the regeneration amount of the rotating machine MG in the queuing vehicles 12, it is easy to control the driven torque Trr so that the arrangement order of the queuing vehicles 12 is such that the estimated deceleration Gre increases sequentially from the leading vehicle 12le.

[0087] Furthermore, according to this embodiment, since the estimated deceleration Gre of each vehicle 12 participating in the queue is calculated based on the driven torque Trr before the queuing begins, the queuing can be formed considering the variable range of the driven torque Trr when starting queuing. Therefore, it is easy to control the driven torque Trr so that the order of the vehicles 12 participating in the queue is such that the estimated deceleration Gre increases sequentially from the leading vehicle 12le.

[0088] Furthermore, according to this embodiment, since the estimated deceleration Gre of each vehicle 12 participating in the queue is calculated based on the vehicle weight WTv, the estimated deceleration Gre of each vehicle 12 participating in the queue can be appropriately calculated according to the weight of the passenger.

[0089] Next, other embodiments of the present invention will be described. Furthermore, in the following description, the same reference numerals will be used to denote common parts of the embodiments, and descriptions will be omitted.

[0090] Example 2

[0091] In Example 1, the estimated deceleration Gre, reflecting the driving resistance RL when coasting alone, is calculated. The air resistance Fa contained in the driving resistance RL decreases sequentially from the leading vehicle 12le. Therefore, in the following vehicle 12fo, the estimated deceleration Gre is smaller than when coasting alone by an amount equivalent to the decrease in air resistance Fa.

[0092] Therefore, in this embodiment, the vehicle control device 150 calculates the estimated deceleration Gre, taking into account the difference in air resistance Fa obtained based on the arrangement order of the vehicles 12 participating in the platoon. During platooning, the vehicle control device 150 obtains the estimated deceleration Gre information, taking into account the difference in air resistance Fa obtained based on the arrangement order of the vehicles 12 participating in the platoon, and performs driven torque adjustment control CTrr.

[0093] Figure 8 This diagram illustrates an example of a deceleration setting that takes into account air resistance Fa during gliding maneuvers in a convoy. Figure 8 In the diagram, the ranges of point a, solid line b, point c, point d, and point e are respectively connected to... Figure 6Points a, solid line b, c, d, and e are the same. The air resistance Fa of the leading vehicle 12le is the largest, and the air resistance Fa decreases in the order of following vehicles 12fo-1 and 12fo-2. Since the air resistance Fa of the leading vehicle 12le is the same as the air resistance Fa when coasting alone, the estimated deceleration Gre set in the leading vehicle 12le remains unchanged at "Deceleration 1" as shown at point a. Since the air resistance Fa of the following vehicle 12fo-1 is smaller than the air resistance Fa when coasting alone, as shown by dashed line f, the estimated deceleration Gre that can be set in the following vehicle 12fo-1 is in a range that is smaller than the range of solid line b by an amount equivalent to the decrease in air resistance Fa. In addition, the estimated deceleration Gre set as "Deceleration 1.5" is also smaller than the amount of decrease in air resistance Fa (refer to point g). Since the air resistance Fa of the following vehicle 12fo-2 is smaller than that of the following vehicle 12fo-1 when it is coasting alone, the estimated deceleration Gre that can be set in the following vehicle 12fo-2, as shown at points h and i, is smaller than that at points c and d by the amount equivalent to the reduction in air resistance Fa. Although there are some differences in the estimated deceleration Gre even when the estimated deceleration Gre of the leading vehicle 12le is set at point a, the estimated deceleration Gre of the following vehicle 12fo-1 is set at point g, and the estimated deceleration Gre of the following vehicle 12fo-2 is set at point h, these differences are smaller than when set at points a, e, and c. Therefore, by changing the downshift of the stepped transmission in the following vehicle 12fo-2, the estimated deceleration Gre of the following vehicle 12fo-2 is set at point i. Furthermore, the estimated deceleration Gre (reference point j) between point a and point i is set as the estimated deceleration Gre of the following vehicle 12fo-1. This results in a state where the difference in estimated deceleration Gre is equivalent to that when points a, e, and c are set. Figure 8In this embodiment, even if the estimated deceleration Gre is not changed in the following vehicles 12fo-2, an estimated deceleration Gre that increases progressively from the leading vehicle 12le towards the rear can be set. If it is not possible to set an estimated deceleration Gre that increases progressively from the leading vehicle 12le towards the rear, control can be performed again by changing the estimated deceleration Gre of any vehicle, or by changing the order of the vehicles 12 in the convoy, so that the estimated deceleration Gre increases progressively from the leading vehicle 12le towards the rear. Furthermore, the calculation of the estimated deceleration Gre considering air resistance Fa can be performed before convoy driving begins, or it can be appropriately applied to the driven torque adjustment control CTrr by considering the difference between the estimated deceleration Gre and the one anticipated during convoy driving. The anticipated estimated deceleration Gre refers to the estimated deceleration Gre calculated using the air resistance Fa during individual coasting.

[0094] As described above, according to this embodiment, since information on the estimated deceleration Gr is obtained that takes into account the difference in air resistance Fa based on the arrangement order of the vehicles 12 participating in the queue, even if the air resistance of the following vehicle 12fo is small relative to the preceding vehicle, the actual deceleration Gr can be further suppressed or avoided from becoming smaller.

[0095] Example 3

[0096] In embodiments 1 and 2, the following situation occurs: because driven torque adjustment control CTrr is performed during coasting in the platoon, the inter-vehicle distance Dis between any platooning vehicles 12 is sufficiently longer than the target inter-vehicle distance Dt. In this case, driven torque adjustment control CTrr is unnecessary.

[0097] Therefore, in this embodiment, if the inter-vehicle distance Dis between any queue-participating vehicles 12 exceeds a predetermined inter-vehicle distance Dis, for example, a predetermined termination threshold Dend longer than the target inter-vehicle distance Dt, due to the control of the driven torque Trr, i.e., the driven torque adjustment control CTrr, the vehicle control device 150 terminates the driven torque adjustment control CTrr. The predetermined termination threshold Dend is, for example, a predetermined threshold used to determine whether the inter-vehicle distance Dis is sufficiently long relative to the target inter-vehicle distance Dt during coasting.

[0098] Figure 9 This is a flowchart illustrating the essential parts of the control operation of the vehicle control device 150. It is a flowchart illustrating the control operation used to suppress the shortening of the inter-vehicle distance Dis between vehicles 12 participating in the platoon during coasting during platooning, and is repeatedly implemented, for example. Figure 9 Is with Figure 7 The flowchart is different from other embodiments. In Figure 9 The main records are related to Figure 7 The differences.

[0099] exist Figure 9 In this process, each step of the flowchart corresponds to the function of the vehicle control device 150. Next, in S40, it is determined in S45 whether the vehicle is in a coasting motion. If the determination in S45 is affirmative, it is determined in S48 whether the inter-vehicle distance Dis exceeds the predetermined termination threshold Dend. If the determination in S48 is negative, S45 is executed. If the determination in S45 is negative, S50 is executed. If the determination in S50 is negative, S45 is executed. If the determination in S48 is affirmative, or if the determination in S50 is affirmative, S60 is executed.

[0100] As described above, according to this embodiment, when the distance Dis between any queue of participating vehicles 12 exceeds the predetermined termination threshold Dend due to the driven torque adjustment control CTrr, the driven torque adjustment control CTrr ends. Therefore, if the situation where the distance Dis between participating vehicles 12 in the queue becomes shorter is avoided, the distance Dis can be prevented from becoming longer.

[0101] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings, but the present invention can also be applied in other ways.

[0102] For example, Embodiments 2 and 3 can also be implemented in combination with Embodiment 1.

[0103] In addition, in the above embodiments, Figure 7 , Figure 9 Some or all of the steps in the flowchart can also be implemented by the server 20 included in the vehicle control device 150. Additionally, Figure 7 , Figure 9 Some or all of the steps in the flowchart can also be implemented by the on-board control device 130 included in the vehicle control device 150.

[0104] Furthermore, the above description is merely one implementation method, and the present invention can be implemented with various modifications and improvements based on the knowledge of those skilled in the art.

[0105] Explanation of reference numerals in the attached figures

[0106] 12: Vehicles participating in the queue

[0107] 12le: Lead vehicle (vehicles joining the convoy)

[0108] 12fo (12fo-1, 12fo-2, 12fo-n): Following vehicle (vehicles joining the queue)

[0109] 20: Server (vehicle control device)

[0110] 32: Engine (Power Source)

[0111] 44: Front wheel (drive wheel)

[0112] 52: Rear wheel (drive wheel)

[0113] 64: Transmission (Automatic Transmission)

[0114] 130: Vehicle-mounted control device (vehicle control device)

[0115] 150: Vehicle control devices

[0116] DW: Drive wheel

[0117] MG: Rotary Machine (Power Source)

[0118] R: Wireless communication

[0119] SP: Power Source

Claims

1. A vehicle control device that wirelessly links each vehicle in a convoy to control the convoy's movement, the convoy comprising a lead vehicle and following vehicles, the following vehicles automatically following the lead vehicle in a line spaced at predetermined intervals, characterized in that... During the convoy driving process, for each vehicle participating in the convoy, information is obtained regarding the estimated value of deceleration based on the driven torque when coasting alone in the current vehicle state. The driven torque of each vehicle participating in the convoy is controlled so that the order of the vehicles participating in the convoy is such that the estimated value of the deceleration increases sequentially from the lead vehicle. In the convoy of vehicles equipped with an engine as a power source and an automatic transmission that transmits power from the engine to the drive wheels, the driven torque obtained through engine braking generated by friction of the engine is controlled by changing the gear ratio of the automatic transmission. In the convoy vehicles equipped with a rotary machine as a power source, the driven torque obtained by regenerative braking generated by the regenerative action of the rotary machine is controlled by changing the regenerative amount of the rotary machine.

2. The vehicle control device as claimed in claim 1, characterized in that, Information is obtained that takes into account the difference in air resistance based on the order in which the vehicles participate in the queue.

3. The vehicle control device as described in claim 1, characterized in that, Prior to the implementation of the convoy movement, an estimated value of the deceleration based on the driven torque is calculated for each vehicle participating in the convoy.

4. The vehicle control device as claimed in claim 1, characterized in that, The estimated value of the deceleration based on the driven torque for each vehicle participating in the convoy is calculated based on the vehicle weight.

5. The vehicle control device as claimed in claim 1, characterized in that, If, due to the control of the driven torque, the inter-vehicle distance between any of the vehicles participating in the queue exceeds a predetermined termination threshold longer than the predetermined inter-vehicle distance, the control of the driven torque is terminated.

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