Vehicle control device

Abstract

The present invention provides a vehicle control device for appropriately controlling driving force to improve satisfaction of a driver. A control device (30) for a vehicle (1) is provided with: a calculation unit (32) for controlling the driving force of the vehicle (1) so that the inter-vehicle distance (L) between a preceding vehicle (1A) to be followed by the vehicle (1) and the vehicle (1) becomes any one of a plurality of set values, the calculation unit (32) acquiring the travel angle of the preceding vehicle (1A) with respect to the travel direction of the vehicle (1) and calculating the travel angle of the preceding vehicle (1A) with respect to the travel direction of the vehicle (1); when the travel angle is equal to or greater than a threshold value, the control unit controls the inter-vehicle distance (L) so that the inter-vehicle distance (L) becomes the minimum value (set value (A1)) among the plurality of set values.

Description

Technical Field

[0001] The invention relates to a control device for a vehicle. Background Art

[0002] In recent years, efforts to provide a sustainable transportation system that also takes into account people who are particularly vulnerable among traffic participants have been active. To achieve this goal, research and development related to driving assistance technology is being devoted to further improving the safety and convenience of traffic. As driving assistance technology, for example, there are technologies described in Patent Documents 1 to 4.

[0003] Patent Document 1 describes an autonomous driving method that releases acceleration suppression for causing a host vehicle to follow a leading vehicle when an intention to change lanes to an adjacent lane is detected from a leading vehicle and the leading vehicle is detected to have left the adjacent lane.

[0004] Patent document 2 describes a driving control device comprising: a vehicle distance detection unit that detects the vehicle distance to a leading vehicle; a vehicle speed detection unit that detects the vehicle speed; and a following control unit that follows the leading vehicle in such a way that the vehicle distance to the leading vehicle becomes a target vehicle distance, wherein the driving control device comprises: a first following control mode that follows the leading vehicle until it stops; and a second following control mode that follows the leading vehicle until the vehicle speed drops to a specified low speed greater than 0.

[0005] Patent document 3 describes a driving control device for a vehicle having the function of traveling while maintaining a set inter-vehicle distance relative to a leading vehicle, wherein the driving control device detects a target vehicle, among other vehicles traveling in a lane adjacent to a lane in which the host vehicle is traveling, that is in a positional relationship capable of inserting into the inter-vehicle distance between the host vehicle and the leading vehicle, and changes the inter-vehicle distance when a warning condition indicating the possibility of insertion of the target vehicle is detected.

[0006] Patent document 4 describes a vehicle control device comprising: an identification unit that identifies the surrounding conditions of the vehicle; and a driving control unit that controls the acceleration, deceleration and steering of the vehicle based on the identification result of the identification unit, wherein, when the vehicle is about to pass through an intersection, the predetermined direction of travel of the vehicle is to be the direction of passing through the intersection across the forward path of an oncoming vehicle, and there is a central dividing strip on the road on which the vehicle is traveling, the driving control unit performs driving control corresponding to the behavior of a leading vehicle that is traveling in front of the vehicle and is estimated to have the intention of traveling in the predetermined direction, so that the vehicle follows the leading vehicle and passes through the intersection.

[0007] Prior art literature

[0008] Patent Literature

[0009] Patent Document 1: Japanese Patent Application Publication No. 2023-010320

[0010] Patent Document 2: Japanese Patent Application Publication No. 2006-182259

[0011] Patent Document 3: Japanese Patent Application Publication No. 2016-147556

[0012] Patent Document 4: Japanese Patent Application Publication No. 2019-131077 Summary of the invention

[0013] Problems to be solved by the invention

[0014] When the system controls the driving force of the vehicle, it is required to perform the control without causing discomfort to the driver.

[0015] The present disclosure aims to appropriately control driving force, thereby improving driver satisfaction, which in turn contributes to the development of a sustainable transportation system.

[0016] Means for solving problems

[0017] A vehicle control device according to one aspect of the present invention comprises: a processor for controlling the driving force of the vehicle in such a manner that the inter-vehicle distance between a leading vehicle, which is a following object of the vehicle, and the vehicle becomes any one of a plurality of set values, wherein the processor obtains a travel angle of the leading vehicle relative to a travel direction of the vehicle and controls the vehicle in such a manner that the inter-vehicle distance becomes a minimum value among the plurality of set values ​​when the travel angle is above a threshold value.

[0018] Effects of the Invention

[0019] According to the present invention, the driving force can be appropriately controlled. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 A vehicle 1 controlled by a control device according to an embodiment of the technology disclosed herein is shown.

[0021] Figure 2 It is a flowchart for explaining the processing of the control device 30 during the follow-up running control.

[0022] Figure 3 This is a schematic diagram for explaining the operation when the preceding vehicle 1A enters a facility while the vehicle 1 is traveling following the preceding vehicle 1A (part 1).

[0023] Figure 4This is a schematic diagram for explaining the operation when the preceding vehicle 1A enters a facility while the vehicle 1 is traveling following the preceding vehicle 1A (part 2).

[0024] Figure 5 This is a flowchart for explaining a preferred example of the processing of the control device 30 during the follow-up running control.

[0025] Figure 6 This is a flowchart for explaining another preferred example of the processing of the control device 30 during the follow-up running control.

[0026] Description of Reference Numerals

[0027] 1 Vehicle

[0028] 30 Control device

[0029] 32 Operation unit. DETAILED DESCRIPTION

[0030] Figure 1 A vehicle 1 controlled by a control device according to an embodiment of the technology disclosed herein is shown. Figure 1 The vehicle 1 shown is a car having a driving source and wheels (neither of which are shown in the figure), wherein the wheels include driving wheels driven by the power of the driving source and steering wheels capable of turning. For example, the vehicle 1 is a four-wheeled car having a pair of left and right front wheels and rear wheels. The driving source of the vehicle 1 may be an electric motor, an internal combustion engine such as a gasoline engine or a diesel engine, or a combination of an electric motor and an internal combustion engine. In addition, the driving source of the vehicle 1 may drive a pair of left and right front wheels, a pair of left and right rear wheels, or four wheels, namely a pair of left and right front wheels and rear wheels. Of the front wheels and the rear wheels, either one may be a steering wheel capable of turning, or both may be steering wheels capable of turning.

[0031] like Figure 1 As shown, the vehicle 1 includes a sensor group 10 , a navigation device 20 , a control device 30 , an EPS system (electric power steering system) 40 , a communication unit 50 , a driving force control system 60 , a braking force control system 70 , and an operation input unit 80 .

[0032] The sensor group 10 acquires various detection values ​​related to the vehicle 1 or the periphery of the vehicle 1. The detection values ​​acquired by the sensor group 10 are sent to the control device 30 and used for driving control of the vehicle 1 and the like.

[0033] The sensor group 10 includes, for example, a front camera 11a, a rear camera 11b, a left camera 11c, a right camera 11d, a front sonar group 12a, a rear sonar group 12b, a left sonar group 12c, and a right sonar group 12d. These cameras and sonar groups can function as external sensors for acquiring peripheral information of the vehicle 1.

[0034] The front camera 11a, the rear camera 11b, the left camera 11c, and the right camera 11d output image data of the surrounding images obtained by photographing the surroundings of the vehicle 1 to the control device 30. The surrounding images photographed by the front camera 11a, the rear camera 11b, the left camera 11c, and the right camera 11d are also referred to as the front image, the rear image, the left image, and the right image, respectively. In addition, the image composed of the left image and the right image is also referred to as the side image.

[0035] The front sonar group 12a, the rear sonar group 12b, the left sonar group 12c, and the right sonar group 12d emit sound waves to the periphery of the vehicle 1 and receive reflected sounds from other objects. The front sonar group 12a includes, for example, four sonars. The sonars constituting the front sonar group 12a are respectively equipped at the left oblique front, the left front, the right front, and the right oblique front of the vehicle 1. The rear sonar group 12b includes, for example, four sonars. The sonars constituting the rear sonar group 12b are respectively equipped at the left oblique rear, the left rear, the right rear, and the right oblique rear of the vehicle 1. The left sonar group 12c includes, for example, two sonars. The sonars constituting the left sonar group 12c are respectively equipped at the left front and the left rear of the vehicle 1. The right sonar group 12d includes, for example, two sonars. The sonars constituting the right sonar group 12d are respectively equipped at the right front and the right rear of the vehicle 1.

[0036] The sensor group 10 also includes wheel sensors 13a, 13b, a vehicle speed sensor 14, and an operation detection unit 15. The wheel sensors 13a, 13b respectively detect the rotation angles θa, θb of the wheels (not shown). The wheel sensors 13a, 13b can be composed of angle sensors or displacement sensors. The wheel sensors 13a, 13b output detection pulses every time the wheels rotate by a specified angle. The detection pulses output from the wheel sensors 13a, 13b can be used to calculate the rotation angle of the wheel and the rotation speed of the wheel. The moving distance of the vehicle 1 can be calculated based on the rotation angle of the wheel. The wheel sensor 13a detects the rotation angle θa of the left rear wheel, for example. The wheel sensor 13b detects the rotation angle θb of the right rear wheel, for example.

[0037] The vehicle speed sensor 14 detects the running speed of the vehicle body (not shown) of the vehicle 1, that is, the vehicle speed V, and outputs the detected vehicle speed V to the control device 30. The vehicle speed sensor 14 detects the vehicle speed V based on the rotation of the counter shaft of the transmission, for example.

[0038] The operation detection unit 15 detects the operation content of the driver using the operation input unit 80, and outputs the detected operation content to the control device 30. The operation input unit 80 may include, for example, operation buttons for accepting operations to execute various driving assistance modes. The operation input unit 80 may also be shared with the touch panel 21 described later.

[0039] The navigation device 20 detects the current position of the vehicle 1 using, for example, a GPS (global positioning system) and guides the driver to a route to a destination. The navigation device 20 has a storage device (not shown) having a map information database. The map information database includes location information of various facilities where traffic participants such as people and cars frequently enter and exit, such as department stores, supermarkets, convenience stores, restaurants, gas stations, parking lots, companies, factories, and schools.

[0040] In addition, the navigation device 20 includes a touch panel 21 integrated with a display device, and a speaker 22. The touch panel 21 functions as an input device for accepting various information input to the control device 30, and a display device controlled by the control device 30. That is, the driver can input various instructions to the control device 30 via the touch panel 21. In addition, various screens are displayed on the display device integrated with the touch panel 21.

[0041] The speaker 22 outputs various guidance information to the driver by sound.

[0042] The control device 30 is a device (computer) that performs overall control of the vehicle 1. The control device 30 includes, for example, an input / output unit 31, a computing unit 32, and a storage unit 35. The input / output unit 31 is an interface that performs input / output of data between the inside and outside of the control device 30 under the control of the computing unit 32. The storage unit 35 is configured to include, for example, a non-volatile storage medium such as a flash memory, and stores various information (for example, data, programs) for controlling the operation of the vehicle 1.

[0043] The calculation unit 32 is composed of a processor such as a CPU (central processing unit), and controls the components of the vehicle 1 by executing a program stored in the storage unit 35 or the like. The calculation unit 32 performs a following driving control in which the vehicle 1 follows another vehicle (hereinafter referred to as a leading vehicle) traveling in front of the vehicle 1 while maintaining a constant inter-vehicle distance L. The calculation unit 32 identifies the leading vehicle based on image data of the surrounding image obtained from the sensor group 10, and controls the driving force of the vehicle 1 in a manner that maintains a constant inter-vehicle distance with the identified leading vehicle. The calculation unit 32, for example, identifies a vehicle that is on the predicted driving path in front of the vehicle 1 and is within a predetermined driving area recognized as a leading vehicle as a leading vehicle.

[0044] In the following driving control, the driving force is controlled in such a way that the inter-vehicle distance L between the vehicle 1 and the preceding vehicle becomes any one of a plurality of set values. In the following, it is assumed that there are four control values ​​of the inter-vehicle distance L, for example, set value A1, set value A2, set value A3, and set value A4. The magnitude relationship of the four set values ​​is set value A1 < set value A2 < set value A3 < set value A4.

[0045] The EPS system 40 includes a steering angle sensor 41, a torque sensor 42, an EPS motor 43, a resolver 44, and an EPSECU (EPS Electronic Control Unit) 45. The steering angle sensor 41 detects a steering angle θst of a steering device 46. The torque sensor 42 detects a torque TQ applied to the steering device 46.

[0046] The EPS motor 43 can assist the driver's operation of the steering device 46 or perform automatic steering by applying a driving force or a reaction force to a steering column 47 connected to the steering device 46. The rotary transformer 44 detects the rotation angle θm of the EPS motor 43. The EPS ECU 45 is responsible for the overall control of the EPS system 40. The EPS ECU 45 includes an input / output unit, a computing unit, and a storage unit (none of which are shown in the figure).

[0047] The communication unit 50 is a communication interface for communicating with the external device 2 which is separate from the vehicle 1 according to the control of the control device 30. The control device 30 can communicate with the external device 2 via the communication unit 50. The communication between the vehicle 1 and the external device 2 can adopt, for example, a mobile communication network such as a cellular line, WI-FI (registered trademark), Bluetooth (registered trademark), etc. The external device 2 can be managed by, for example, the manufacturer of the vehicle 1.

[0048] The driving force control system 60 includes a driving ECU 61. The driving force control system 60 performs driving force control of the vehicle 1. The driving ECU 61 controls an engine, a motor, etc., not shown, based on the operation of an accelerator pedal, not shown, by the driver and an instruction from the control device 30, thereby controlling the driving force (including acceleration) of the vehicle 1. The driving ECU 61 includes an input / output unit, a computing unit, and a storage unit (all not shown).

[0049] The braking force control system 70 includes a brake ECU 71. The brake force control system 70 performs braking force control of the vehicle 1. The brake ECU 71 controls a brake mechanism (not shown) and the like based on the operation of a brake pedal (not shown) by the driver, thereby controlling the braking force of the vehicle 1. The brake ECU 71 includes an input / output unit, a computing unit, and a storage unit (none of which are shown).

[0050] Figure 2This is a flowchart for explaining the processing of the control device 30 during the follow-up driving control. When the mode of the follow-up driving control is set, the calculation unit 32 sets the control value of the inter-vehicle distance L to a value determined by default or a value selected by the driver. For example, the calculation unit 32 sets the control value of the inter-vehicle distance to a set value A3, identifies the leading vehicle and its driving state based on the image data of the surrounding image and the detection information of the front sonar group 12a, and controls the driving force of the vehicle 1 in such a way that the inter-vehicle distance L between the leading vehicle and the vehicle 1 becomes the set value A3 according to the driving state (step S1). Hereinafter, the leading vehicle is recorded as the leading vehicle 1A.

[0051] While the vehicle 1 is controlled so that the inter-vehicle distance L with the preceding vehicle 1A is the set value A3, the calculation unit 32 obtains the travel angle of the preceding vehicle 1A relative to the travel direction of the vehicle 1, and determines whether the obtained travel angle is greater than the angle threshold (step S2). The calculation unit 32, for example, identifies the travel direction of the vehicle 1 and the travel direction of the preceding vehicle 1A, and derives the angle formed by the two travel directions as the travel angle. Alternatively, the calculation unit 32, for example, identifies the lane of the road on which the vehicle 1 is traveling, and derives the angle of the preceding vehicle's travel direction relative to the lane as the travel angle.

[0052] The angle threshold used in the judgment of step S2 is set, for example, to the minimum value of the travel angle that can be reached when a vehicle traveling on a driving road turns left to enter a facility adjacent to the driving road, and is set to a size that cannot be reached when the vehicle changes lanes to move to an adjacent driving road or when the lane temporarily serpentines to avoid an obstacle on the driving road.

[0053] If the determination in step S2 is negative, the calculation unit 32 continues the process in step S1. If the determination in step S2 is positive, the calculation unit 32 controls the driving force of the vehicle 1 so that the inter-vehicle distance L becomes the minimum value (here, the setting value A1) among a plurality of setting values ​​(setting value A1, setting value A2, setting value A3, and setting value A4) (step S3). That is, in step S3, the control value of the inter-vehicle distance L is changed from the pre-selected setting value A3 to the minimum setting value A1.

[0054] After step S3, the calculation unit 32 determines whether the leading vehicle 1A has deviated from the driving road (step S4). For example, based on the image data of the surrounding image, if the leading vehicle 1A has completely gone out of the lane of the driving road (out of the driving road if there is no lane), the calculation unit 32 determines that the leading vehicle 1A has deviated from the driving road.

[0055] If the determination in step S4 is negative, the calculation unit 32 continues the process in step S3 , and if the determination in step S4 is positive, the calculation unit 32 returns the process to step S1 . That is, in this case, the control value of the inter-vehicle distance L is restored from the setting value A1 to the original setting value A3 .

[0056] Figure 3 as well as Figure 4 This is a schematic diagram for explaining the operation when the preceding vehicle 1A enters a facility while the vehicle 1 is traveling following the preceding vehicle 1A. Figure 3 State ST1 shows a state where the preceding vehicle 1A has temporarily stopped to enter a facility. In state ST1, the control value of the inter-vehicle distance L is the setting value A3, so the vehicle 1 also stops when the inter-vehicle distance L reaches the setting value A3.

[0057] Figure 3 State ST2 indicates that the leading vehicle 1A has started to turn left to enter the facility from state ST1. When the leading vehicle 1A starts to turn left, the travel angle of the leading vehicle 1A becomes greater than the angle threshold. Therefore, the control value of the inter-vehicle distance L is changed from the setting value A3 to the setting value A1. As a result, the vehicle 1 approaches the leading vehicle 1A closer than in state ST1 in order to reduce the inter-vehicle distance L to the setting value A1.

[0058] Figure 4 State ST3 shows a state where the preceding vehicle 1A and the vehicle 1 have moved further forward from state ST2. Figure 4 State ST4 indicates that the leading vehicle 1A has moved forward further from state ST3 and has left the driving road. When the state ST4 is reached, the control value of the inter-vehicle distance L is changed from the set value A1 to the set value A3. In addition, the calculation unit 32 of the vehicle 1 recognizes the new leading vehicle 1B and controls the driving force of the vehicle 1 so that the inter-vehicle distance with the leading vehicle 1B becomes the set value A3.

[0059] Assume that Figure 3 In the state ST2, the control value of the inter-vehicle distance L is maintained at the set value A3. In this case, the vehicle 1 remains stopped until the leading vehicle 1A leaves the driving road. Figure 2 By processing, when the leading vehicle 1A enters the facility, the vehicle 1 can gradually approach the leading vehicle 1A. As a result, the stopping time of the vehicle 1 can be shortened, or the timing of re-acceleration of the vehicle 1 after stopping can be advanced, and natural driving control can be performed with a feeling close to manual driving. Figure 2In the case where the leading vehicle 1A changes lanes or snakes to avoid an obstacle, the determination in step S2 is negative, and the control value of the inter-vehicle distance L is maintained at the set value A3. In this way, by not making unnecessary changes to the inter-vehicle distance L, natural driving control without discomfort can be performed.

[0060] In addition, for example in Figure 4 In state ST3, when the presence of another vehicle on the planned travel path of the leading vehicle 1A is recognized based on image data of the surrounding image, the calculation unit 32 preferably stops the vehicle 1 at a position where the inter-vehicle distance L to the leading vehicle 1A reaches a set value A1.

[0061] Figure 5 is a flowchart for explaining a preferred example of the processing of the control device 30 during the follow-up travel control. When the mode of the follow-up travel control is set, the calculation unit 32 performs the following operation. Figure 2 The same processing as step S1 is performed (step S11).

[0062] The calculation unit 32 determines whether the preceding vehicle 1A is decelerating based on the detection information of the sonar group included in the sensor group 10 (step S12). If the determination in step S12 is no, the process of step S11 is continued. If the determination in step S12 is yes, the calculation unit 32 determines whether the vehicle speed of the preceding vehicle 1A is greater than or equal to the speed threshold (step S13).

[0063] If the determination in step S13 is yes, it can be determined that the preceding vehicle 1A may have started to decelerate in order to enter the facility. In this case, in order to prepare for the preceding vehicle 1A to enter the facility, the calculation unit 32 controls the driving force of the vehicle 1 so that the inter-vehicle distance L becomes the maximum value (here, the setting value A4) among a plurality of setting values ​​(setting value A1, setting value A2, setting value A3, and setting value A4) (step S14). That is, in step S14, the control value of the inter-vehicle distance L is changed from the setting value A3 to the setting value A4. After step S14, the process transfers to step S12.

[0064] After the preceding vehicle 1A starts to decelerate in order to enter the facility, when the preceding vehicle 1A approaches the facility and the speed of the preceding vehicle 1A is sufficiently reduced, the determination of step S13 is negative. If the determination of step S13 is negative, the calculation unit 32 controls the driving force of the vehicle 1 so that the inter-vehicle distance L becomes the set value A3 (step S15). That is, in step S15, the control value of the inter-vehicle distance L is returned from the set value A4 to the original set value A3. After step S15, the control unit 32 performs Figure 2 The processing starts from step S2.

[0065] according to Figure 5The process shown is to control the vehicle 1 so that the inter-vehicle distance L becomes the maximum value at the stage when the preceding vehicle 1A starts to decelerate in order to turn left toward the facility. Therefore, the time during which the vehicle 1 stops can be shortened until the preceding vehicle 1A starts to turn left and leaves the driving road. As a result, the vehicle 1 can be accelerated smoothly after the preceding vehicle 1A leaves the driving road. In addition, when the preceding vehicle 1A is decelerating in order to enter the facility, the inter-vehicle distance L with the vehicle 1 gradually decreases according to the vehicle speed of the preceding vehicle 1A, so that the vehicle 1 can travel smoothly from the beginning of the preceding vehicle 1A turning left toward the facility to the completion of the left turn.

[0066] Figure 6 is a flowchart for explaining another preferred example of the processing of the control device 30 during the follow-up travel control. When the mode of the follow-up travel control is set, the calculation unit 32 performs the following operation. Figure 2 The same processing as step S1 is performed (step S21). In addition, in step S21, the preceding vehicle 1A traveling at a speed lower than that of the vehicle 1 is identified as the following object. In addition, in step S21, the control value of the inter-vehicle distance L is set to the setting value A1. At the time when the processing of step S21 is started, the inter-vehicle distance L is sufficiently greater than the setting value A1, and the inter-vehicle distance L gradually decreases from this time.

[0067] After step S21, the calculation unit 32 obtains the inter-vehicle distance L and determines whether the inter-vehicle distance L is greater than the inter-vehicle threshold value TH1 (step S22). The inter-vehicle threshold value TH1 is a value greater than the set value A1. If the determination in step S22 is yes, the calculation unit 32 sets the control value of the inter-vehicle distance L to the set value A4 to control the driving force of the vehicle 1 (step S23).

[0068] If the determination in step S22 is negative, the calculation unit 32 determines whether the inter-vehicle distance L is greater than the inter-vehicle threshold value TH2 (step S24). The inter-vehicle threshold value TH2 is smaller than the inter-vehicle threshold value TH1 and the set value A4, and is a value greater than the set value A1. If the determination in step S24 is positive, the calculation unit 32 sets the control value of the inter-vehicle distance L to the set value A3 to control the driving force of the vehicle 1 (step S25).

[0069] If the determination in step S24 is negative, the calculation unit 32 determines whether the inter-vehicle distance L is greater than the inter-vehicle threshold value TH3 (step S26). The inter-vehicle threshold value TH3 is smaller than the inter-vehicle threshold value TH2 and the set value A3, and is greater than the set value A1. If the determination in step S26 is positive, the calculation unit 32 sets the control value of the inter-vehicle distance L to the set value A2 to control the driving force of the vehicle 1 (step S27).

[0070] If the determination in step S26 is negative, the calculation unit 32 sets the control value of the inter-vehicle distance L to the setting value A1 to control the driving force of the vehicle 1 (step S28). After steps S23, S25, S27, and S28, the process returns to step S22. The calculation unit 32 and Figure 6 The processing from step S22 shown in the figure is performed in parallel Figure 2 The processing from step S2 shown.

[0071] In addition, when the control value of the inter-vehicle distance L set in step S21 is the setting value A2, steps S26 and S28 are deleted, and when the determination of step S24 is No, the process of step S27 is performed. In addition, when the control value of the inter-vehicle distance L set in step S21 is the setting value A3, steps S24, S26, S27 and S28 are deleted, and when the determination of step S22 is No, the process of step S25 is performed. In addition, when the control value of the inter-vehicle distance L set in step S21 is the setting value A4, the processes of steps S22, S23, S24, S25, S26, S27 and S28 are not performed, and the control value of the inter-vehicle distance L is maintained at the setting value A4 regardless of the inter-vehicle distance.

[0072] Through the above processing, for the preceding vehicle 1A traveling at a speed lower than that of the vehicle 1, the inter-vehicle distance L is not rapidly shortened to the set value A1 set in step S21, but the control value of the inter-vehicle distance L is gradually reduced as the vehicle 1 approaches the preceding vehicle 1A. Therefore, when the preceding vehicle 1A starts to enter the facility, the vehicle 1 can be prevented from being too close to the preceding vehicle 1A. As a result, the preceding vehicle 1A can be allowed to make a left turn toward the facility. Figure 3 as well as Figure 4 The control for causing the vehicle 1 to approach the preceding vehicle 1A as shown can allow the vehicle 1 to travel smoothly when the preceding vehicle 1A enters a facility.

[0073] In progress Figure 5 and Figure 6 In any of the above processing, if the vehicle 1 is traveling on the expressway or the vehicle speed of the vehicle 1 is above the predetermined value, the calculation unit 32 preferably maintains the control value of the inter-vehicle distance L at the default value or the set value selected by the driver (in Figure 5 In the example, the setting value is A3. Figure 6 In the example of , the setting value is A1). This can prevent the vehicle 1 from suddenly decelerating due to the control value of the inter-vehicle distance L being changed to a large value while the vehicle 1 is traveling at a high speed, and can appropriately ensure the distance between the vehicle 1 and the following vehicle.

[0074] In addition, the calculation unit 32 may also be able to determine the operating state of the direction indicator of the preceding vehicle 1A. Figure 2 If the determination of step S2 is negative, the calculation unit 32 may determine that the possibility of the preceding vehicle 1A entering the facility is high and perform the processing of step S3 when the flashing state of the direction indicator on the facility side (the left direction indicator) of the preceding vehicle 1A continues for a predetermined time. In this way, it is possible to determine that the preceding vehicle 1A is in a state of entering the facility at a stage before the preceding vehicle 1A starts to turn toward the facility.

[0075] When performing control (lane change control, right turn control, or left turn control, etc.) to cause the vehicle 1 to leave the driving road, the calculation unit 32 preferably maintains the control value of the inter-vehicle distance L at the set value set at the start of the following driving control mode (in Figure 2 and Figure 5 In the example, the setting value is A3. Figure 6 In the example of FIG. 1 , the setting value is A1). Thus, for example, the inter-vehicle distance can be prevented from being changed when the vehicle 1 changes lanes, thereby safely changing lanes.

[0076] Above, one embodiment of the present disclosure is described with reference to the accompanying drawings, but the present disclosure is certainly not limited to this embodiment. Obviously, those skilled in the art can think of various variations or modifications within the scope of the technical solution, and it should be understood that these variations and modifications also belong to the technical scope of the present invention. In addition, within the scope of not departing from the gist of the invention, the various constituent elements in the aforementioned embodiments may also be arbitrarily combined.

[0077] For example, in the above-mentioned embodiment, a four-wheeled automobile is exemplified as the vehicle, but the present invention is not limited thereto. The vehicle to which the technology of the present disclosure can be applied may be a two-wheeled automobile (so-called motorcycle).

[0078] In this specification, at least the following matters are described. In addition, although the corresponding components and the like in the above-mentioned embodiment are shown in brackets, the present invention is not limited thereto.

[0079] (1) A control device (control device 30) of a vehicle (vehicle 1), comprising a processor (calculation unit 32), wherein:

[0080] The processor acquires a travel angle of a preceding vehicle to be followed by the vehicle relative to a travel direction of the vehicle, and controls an inter-vehicle distance between the vehicle and the preceding vehicle based on the travel angle.

[0081] (2) The control device according to (1), wherein:

[0082] The processor performs control so that the inter-vehicle distance is smaller when the traveling angle is equal to or greater than a threshold value than when the traveling angle is smaller than the threshold value.

[0083] (3) The control device according to (2), wherein:

[0084] the processor controls the driving force of the vehicle so that the inter-vehicle distance becomes any one of a plurality of set values,

[0085] When the travel angle is equal to or greater than a threshold value, the processor performs control so that the inter-vehicle distance is smaller than the set value that is set when the travel angle is smaller than the threshold value.

[0086] (4) The control device according to (3), wherein:

[0087] When the travel angle is equal to or greater than a threshold value, the processor performs control so that the inter-vehicle distance becomes a minimum value (setting value A1) among the plurality of setting values.

[0088] For example, when a preceding vehicle of the vehicle temporarily stops in front of a facility adjacent to the driving road and turns left from the driving road to enter the facility, the travel angle of the preceding vehicle becomes greater than a threshold value. According to any one of the above (1) to (4), in this case, the inter-vehicle distance between the vehicle and the preceding vehicle is changed to, for example, a value less than a preset value, so that the vehicle can gradually approach the preceding vehicle while the preceding vehicle turns left. As a result, compared with a structure in which the control value of the inter-vehicle distance is maintained at a set value selected by the driver, the timing of re-acceleration of the vehicle can be advanced, and natural driving control can be performed.

[0089] (5) The control device according to (4), wherein:

[0090] When the processor detects deceleration of the preceding vehicle, the processor performs control so that the inter-vehicle distance becomes the maximum value (set value A4) among the plurality of set values.

[0091] According to (5), when the leading vehicle decelerates to enter a facility, the inter-vehicle distance is controlled to be the maximum. Therefore, the vehicle stop time can be shortened until the leading vehicle starts to enter the facility and leaves the driving road. As a result, the vehicle can be accelerated smoothly after the leading vehicle leaves the driving road.

[0092] (6) The control device according to (5), wherein:

[0093] The processor controls the vehicle so that the inter-vehicle distance becomes the maximum value when the preceding vehicle is detected to be decelerating and the vehicle speed of the preceding vehicle is equal to or greater than a vehicle speed threshold.

[0094] When the processor detects deceleration of the preceding vehicle and the vehicle speed of the preceding vehicle is less than the vehicle speed threshold, the processor performs control so that the inter-vehicle distance becomes the preset value (the preset value A3 ) selected in advance.

[0095] According to (6), when the preceding vehicle enters the facility, the inter-vehicle distance gradually decreases as the preceding vehicle decelerates, so that the vehicle can travel smoothly from the time the preceding vehicle starts entering the facility to the time the preceding vehicle finishes entering the facility.

[0096] (7) The control device according to (4), wherein:

[0097] When the processor identifies a preceding vehicle traveling at a lower speed than the vehicle as a following target, it obtains a distance between the preceding vehicle and the vehicle, selects any one of the plurality of setting values ​​based on the distance, and controls the vehicle so that the inter-vehicle distance becomes the selected setting value.

[0098] According to (7), when there is a preceding vehicle that is decelerating to enter a facility, the inter-vehicle distance between the preceding vehicle and the vehicle can be gradually shortened, so that the vehicle can travel smoothly from the time the preceding vehicle starts entering the facility to the time the preceding vehicle finishes entering the facility.

[0099] (8) The control device according to any one of (3) to (7), wherein:

[0100] When the vehicle is traveling on a highway or the vehicle speed is equal to or greater than a predetermined value, the processor maintains the control value of the inter-vehicle distance at the preselected set value (set value A3 ).

[0101] According to (8), it is possible to prevent the vehicle from suddenly decelerating due to the control value of the inter-vehicle distance being changed to a large value while the vehicle is traveling at a high speed, and to appropriately ensure the distance between the vehicle and the following vehicle.

[0102] (9) The control device according to any one of (1) to (8), wherein:

[0103] The traveling angle is an angle formed between the traveling direction of the vehicle and the traveling direction of the preceding vehicle, or an angle formed by the traveling direction of the preceding vehicle relative to a lane of a travel road.

[0104] According to (9), it is possible to accurately determine a state in which the preceding vehicle is likely to enter a facility.

[0105] (10) The control device according to any one of (4) to (7), wherein:

[0106] The processor may determine an operating state of a direction indicator of the preceding vehicle, and may control the vehicle so that the inter-vehicle distance becomes the minimum value when the direction indicator continues to flash for a predetermined time.

[0107] According to (10), it is possible to determine earlier whether the preceding vehicle is in a state of entering a facility.

[0108] (11) The control device according to any one of (1) to (10), wherein:

[0109] The processor recognizes, as the preceding vehicle, a target vehicle that is present on the predicted travel path ahead of the vehicle and within a travel area recognized as a preceding vehicle.

[0110] According to (11), the preceding vehicle can be identified with high accuracy.

[0111] (12) The control device according to any one of (3) to (7), wherein:

[0112] When the processor performs control to cause the vehicle to deviate from the travel road or when the leading vehicle changes lanes, the processor maintains the control value of the inter-vehicle distance at the set value (set value A3) selected in advance.

[0113] According to (12), unnecessary changes in the inter-vehicle distance can be prevented, thereby performing safe driving control.

Claims

1. A vehicle control device comprising a processor, wherein: The processor acquires a travel angle of a preceding vehicle to be followed by the vehicle relative to a travel direction of the vehicle, and controls an inter-vehicle distance between the vehicle and the preceding vehicle based on the travel angle.

2. The vehicle control device according to claim 1, wherein: The processor performs control so that the inter-vehicle distance is smaller when the traveling angle is equal to or greater than a threshold value than when the traveling angle is smaller than the threshold value.

3. The vehicle control device according to claim 2, wherein: the processor controls the driving force of the vehicle so that the inter-vehicle distance becomes any one of a plurality of set values, The processor controls, when the travel angle is equal to or greater than a threshold value, the inter-vehicle distance to be smaller than the set value that is set when the travel angle is smaller than the threshold value.

4. The vehicle control device according to claim 3, wherein: The processor performs control so that the inter-vehicle distance becomes a minimum value among the plurality of set values ​​when the travel angle is equal to or greater than a threshold value.

5. The vehicle control device according to claim 4, wherein: When the processor detects deceleration of the preceding vehicle, the processor performs control so that the inter-vehicle distance becomes the maximum value among the plurality of set values.

6. The vehicle control device according to claim 5, wherein: The processor controls the vehicle so that the inter-vehicle distance becomes the maximum value when the preceding vehicle is detected to be decelerating and the vehicle speed of the preceding vehicle is equal to or greater than a vehicle speed threshold. The processor controls the inter-vehicle distance to the preset setting value when deceleration of the preceding vehicle is detected and the vehicle speed of the preceding vehicle is less than the vehicle speed threshold.

7. The vehicle control device according to claim 4, wherein: When the processor identifies a preceding vehicle traveling at a lower speed than the vehicle as a following target, it obtains a distance between the preceding vehicle and the vehicle, selects any one of the plurality of setting values ​​based on the distance, and controls the vehicle so that the inter-vehicle distance becomes the selected setting value.

8. The vehicle control device according to any one of claims 3 to 7, wherein: The processor maintains the control value of the inter-vehicle distance at the preset value selected in advance when the vehicle is traveling on a highway or when the vehicle speed is equal to or greater than a predetermined value.

9. The vehicle control device according to any one of claims 1 to 7, wherein: The traveling angle is an angle formed between the traveling direction of the vehicle and the traveling direction of the preceding vehicle, or an angle formed by the traveling direction of the preceding vehicle relative to a lane of a travel road.

10. The vehicle control device according to any one of claims 4 to 7, wherein: The processor may determine an operating state of a direction indicator of the preceding vehicle, and may control the vehicle so that the inter-vehicle distance becomes the minimum value when the direction indicator continues to flash for a predetermined time.

11. The vehicle control device according to any one of claims 1 to 7, wherein: The processor recognizes, as the preceding vehicle, a target vehicle that is present on the predicted travel path ahead of the vehicle and within a travel area recognized as a preceding vehicle.

12. The vehicle control device according to any one of claims 3 to 7, wherein: The processor maintains the control value of the inter-vehicle distance at the preselected set value when performing control to cause the vehicle to deviate from a travel road or when the leading vehicle changes lanes.

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