Vehicle control device

Abstract

Provided is a vehicle control device capable of reducing the likelihood of an increase in the risk of collision due to the fact that a vehicle is not sufficiently decelerated when the likelihood of a sudden behavior of a surrounding vehicle is increased. A vehicle control device executes deceleration control for automatically decelerating a vehicle with respect to an object present in the direction of travel of the vehicle. The vehicle control device executes the deceleration control such that the start timing of the deceleration control and the deceleration-related value changed by the deceleration control satisfy the restriction condition. Furthermore, when a specific condition, which is a congestion or a congestion cause event that is a cause of congestion, is satisfied within a predetermined distance from the vehicle in the direction of travel, the vehicle control device relaxes the restriction condition compared with when the specific condition is not satisfied.

Description

Technical Field

[0001] The present invention relates to a vehicle control device configured to automatically decelerate the vehicle by performing deceleration control on an object present in the direction of travel of the vehicle. Background Technology

[0002] Previously, vehicle control devices were known to be configured to automatically decelerate a vehicle when an object is present in the direction of the vehicle's travel. For example, the vehicle control device described in Patent Document 1 (hereinafter referred to as "the prior art device") performs deceleration control when it detects the last vehicle in a traffic jam.

[0003] In detail, existing devices can perform deceleration control even if the autonomous sensors mounted on the vehicle do not identify the last vehicle in the congestion when they identify the last vehicle in the congestion based on congestion information received from outside the vehicle.

[0004] Existing technical documents

[0005] Patent documents

[0006] Patent Document 1: Japanese Patent Application Publication No. 2020-166392 Summary of the Invention

[0007] To ensure good passenger comfort, deceleration control is subject to certain limitations. Deceleration control is executed to meet these limitations. These limitations relate to the timing of the deceleration control's initiation and the deceleration-related values ​​(deceleration and acceleration) that change through the deceleration control.

[0008] When congestion occurs in the direction of travel, or when an event causes congestion, the likelihood of sudden actions by surrounding vehicles increases. These sudden actions include, for example, the vehicle in front suddenly slowing down or a neighboring vehicle suddenly cutting in front of it.

[0009] If deceleration control that meets the above-mentioned restrictions is implemented when such a sudden action is taken by a surrounding vehicle, there is a possibility that the risk of collision may increase because the vehicle is not sufficiently decelerated.

[0010] The present invention was made to address the aforementioned problems. Specifically, one of the objectives of the present invention is to provide a vehicle control device that, when the likelihood of sudden actions by surrounding vehicles increases, reduces the possibility of an increased collision risk due to insufficient deceleration of the vehicle.

[0011] The vehicle control device of the present invention (hereinafter referred to as "the device of the present invention") is configured to perform deceleration control (steps 400 to 495) on an object present in the direction of travel of the vehicle. The vehicle control device performs the deceleration control (steps 415, 425 to 445, 460 to 490) in such a manner that the start timing of the deceleration control and the deceleration correlation value that changes through the deceleration control satisfy a limiting condition. When a specific condition is met (steps 325 "Yes", 345 "Yes", 355 "Yes", 365 "Yes", 370 "Yes"), the limiting condition is relaxed compared to the case where the specific condition is not met (steps 375, 380) (steps 330, 335).

[0012] When certain conditions are met, the restrictions are relaxed compared to when those conditions are not met. Therefore, even if surrounding vehicles make sudden movements, the likelihood of the deceleration control system sufficiently slowing down the vehicle's VA (vehicle's dynamic range) is increased. Consequently, the increased risk of collision with surrounding vehicles in the event of sudden movements is reduced. Attached Figure Description

[0013] Figure 1 This is a schematic system structure diagram of the vehicle control device according to an embodiment of the present invention.

[0014] Figure 2 This is an explanatory diagram illustrating an example of the operation of a vehicle control device according to an embodiment of the present invention.

[0015] Figure 3 yes Figure 1 The flowchart shown is for a specific condition determination routine executed by the CPU of the ECU.

[0016] Figure 4 yes Figure 1 The flowchart shown is of the deceleration control routine executed by the CPU of the ECU.

[0017] Explanation of reference numerals in the attached figures

[0018] 10…Vehicle control device; 26…Traffic data receiver; 30…Vehicle speed sensor; 40…Power transmission actuator; 50…Brake actuator. Detailed Implementation

[0019] The driving assistance device 10 (hereinafter referred to as "this device 10") according to the embodiments of the present invention is applied to a vehicle VA and has Figure 1The components shown are as follows. In this specification, "ECU20" is an electronic control device with a microcomputer as its main component. ECU20 is also referred to as a control unit, controller, or computer. The microcomputer includes a CPU (processor), ROM, RAM, and interfaces (I / F), etc. The functions performed by ECU20 can also be implemented by multiple ECUs.

[0020] The front-facing camera 22 acquires image data by capturing images of the scene in front of the vehicle VA. The millimeter-wave radar 24 receives reflected waves from objects reflected from millimeter waves sent towards the front of the vehicle VA and acquires radar data. This radar data relates to the position of the object relative to the vehicle VA and its relative velocity. The ECU 20 acquires image data from the front-facing camera 22 and radar data from the millimeter-wave radar 24. Based on the image data and radar data, the ECU 20 identifies objects in front of the vehicle VA.

[0021] Traffic data receiver 26 receives traffic data. Traffic data is data relating to the location where congestion occurred and the location of "congestion-causing events that caused the congestion." For example, congestion-causing events include accidents and "lane restrictions due to construction, etc." For example, traffic data may be VICS (registered trademark) data.

[0022] GNSS (Global Navigation Satellite System) receiver 28 receives signals from multiple artificial satellites and determines the current position (latitude and longitude) of the vehicle VA based on the received signals. ECU 20 obtains traffic data from traffic data receiver 26 and the current position of the vehicle VA from GNSS receiver 28.

[0023] Vehicle speed sensor 30 measures vehicle speed Vs, representing the speed of vehicle VA. Acceleration sensor 32 measures the acceleration G of vehicle VA in the longitudinal direction. When vehicle VA decelerates, acceleration G is negative. The deceleration Gd of vehicle VA is a negative acceleration G. Deceleration Gd is represented by a positive value; the larger the deceleration Gd, the stronger the deceleration of vehicle VA. Vehicle speed sensor 30 measures vehicle speed Vs, representing the speed of vehicle VA. Storage device 34 has a map data storage unit 34a. Map data related to the road speed limit Vlmt is stored in map data storage unit 34a.

[0024] The power transmission actuator 40 alters the driving force generated by the drive unit (e.g., internal combustion engine and / or electric motor) of the vehicle VA. The brake actuator 42 alters the braking force applied to the vehicle VA.

[0025] <Deceleration Control>

[0026] The ECU 20 of this device 10 performs automatic deceleration control on objects in the direction of travel of the vehicle VA, thereby automatically slowing down the vehicle VA. In this deceleration control, braking force is automatically applied to the vehicle VA regardless of the driver's operation of the brake pedal (not shown). The ECU 20 performs deceleration control in a manner that satisfies the constraints of the start timing of the deceleration control and the deceleration correlation value that changes due to the deceleration of the vehicle VA. The deceleration correlation value is the deceleration Gd of the vehicle VA and the acceleration J. The acceleration J is the time derivative of the deceleration Gd (i.e., the slope of the deceleration Gd).

[0027] If the Time To Collision (TTC) of an object in the direction of travel of vehicle VA falls below a threshold time, ECU 20 determines that the timing has begun and initiates deceleration control. TTC represents the time elapsed until vehicle VA collides with the object. ECU 20 performs deceleration control such that the deceleration Gd and acceleration J do not exceed the upper limit deceleration Glmt and upper limit acceleration Jlmt, respectively. The upper limit deceleration Glmt is the upper limit of the deceleration Gd in deceleration control, and the upper limit acceleration Jlmt is the upper limit of the acceleration J in deceleration control.

[0028] (Job Summary)

[0029] ECU20 determines whether a specific condition has been met: a congestion or a congestion-causing event has occurred within a specified threshold distance Dth from vehicle VA in the direction of travel of vehicle VA.

[0030] When certain conditions are met, ECU20 relaxes the restrictions compared to when those conditions are not met. Specifically, when certain conditions are met, ECU20 advances the start timing of deceleration control compared to when those conditions are not met. When certain conditions are met, ECU20 increases the upper limit of deceleration Glmt and the upper limit of acceleration Jlmt compared to when those conditions are not met.

[0031] When certain conditions are met, the likelihood of congestion occurring in the direction of travel of vehicle VA is higher compared to when those conditions are not met. If congestion occurs, the likelihood of surrounding vehicles making sudden movements increases. According to this embodiment, when the specific conditions are met, the restrictions are relaxed compared to when those conditions are not met. Therefore, even if surrounding vehicles make sudden movements, the likelihood that deceleration control can sufficiently decelerate vehicle VA is increased. Consequently, the likelihood of an increased collision risk between surrounding vehicles and vehicle VA when they make sudden movements is reduced. Furthermore, when the specific conditions are not met, deceleration control is performed in a manner that satisfies the usual restrictions. Therefore, when the specific conditions are not met, the occupant comfort of vehicle VA can be improved.

[0032] In this embodiment, the ECU20 is configured to perform ACC (Adaptive Cruise Control) deceleration control and PCS (Pre-Crash Safety) deceleration control. In ACC, the acceleration and deceleration of vehicle VA are automatically controlled in a manner that maintains a constant inter-vehicle distance or inter-vehicle time between the preceding vehicle PV and vehicle VA within a range where the vehicle speed Vs does not exceed the set vehicle speed Vset.

[0033] When the time to stop (TTC) of an object in the direction of travel of the vehicle (VA) is below the threshold time (Tacc) during ACC operation, the ECU20 determines that the start timing of the ACC deceleration control constraint has arrived and initiates ACC deceleration control. ACC deceleration control is executed in a manner that ensures the deceleration Gd is not greater than the upper limit deceleration Gacc and the acceleration J is not greater than the upper limit acceleration Jacc.

[0034] When certain conditions are not met, ECU20 sets the threshold time Tacc, upper deceleration Gacc, and upper jerk Jacc to the normal threshold time Tnoacc, normal upper deceleration Gnoacc, and normal upper jerk Jnoacc, respectively. Conversely, when certain conditions are met, ECU20 sets the threshold time Tacc, upper deceleration Gacc, and upper jerk Jacc to the congestion threshold time Ttjacc, congestion upper deceleration Gtjacc, and congestion upper jerk Jtjacc, respectively. The congestion threshold time Ttjacc, congestion upper deceleration Gtjacc, and congestion upper jerk Jtjacc are all greater than the normal threshold time Tnoacc, normal upper deceleration Gnoacc, and normal upper jerk Jnoacc, respectively.

[0035] When the TTC is below the threshold time Tpcs (set to a value less than the threshold time Tacc), the ECU20 determines that the start timing of the PCS deceleration control constraint has arrived and starts PCS deceleration control. PCS deceleration control is executed in a manner that ensures the deceleration Gd is not greater than the upper limit deceleration Gpcs and the acceleration J is not greater than the upper limit acceleration Jpcs.

[0036] When specific conditions are not met, ECU 20 sets the threshold time Tpcs, upper deceleration Gpcs, and upper acceleration Jpcs to the normal threshold time Tnopcs, normal upper deceleration Gnopcs, and normal upper acceleration Jnopcs, respectively. Conversely, when specific conditions are met, ECU 20 sets the threshold time Tpcs, upper deceleration Gpcs, and upper acceleration Jpcs to the congestion threshold time Ttjpcs, congestion upper deceleration Gtjpcs, and congestion upper acceleration Jtjpcs, respectively. The congestion threshold time Ttjpcs, congestion upper deceleration Gtjpcs, and congestion upper acceleration Jtjpcs are all larger than the normal threshold time Ttjpcs, normal upper deceleration Gtjpcs, and normal upper acceleration Jtjpcs, respectively.

[0037] Furthermore, the threshold time Tpcs is less than the threshold time Tacc, while the upper limit deceleration Gpcs and upper limit acceleration Jpcs are greater than the upper limit deceleration Gacc and upper limit acceleration Jacc, respectively. Therefore, PCS deceleration control starts at a later timing than ACC deceleration control, resulting in stronger vehicle VA deceleration compared to ACC deceleration control.

[0038] Reference Figure 2 The operation of device 10 will be described. Based on traffic data, ECU 20 determines that an accident has occurred in the direction of travel of vehicle VA. The accident is a congestion-related event. ECU 20 obtains the distance D between the accident location and the current position of vehicle VA, and determines whether distance D is below a threshold distance Dth. If distance D is below the threshold distance Dth, ECU 20 determines that a specific condition has been met and relaxes the restrictions.

[0039] exist Figure 2 In the example shown, after the congestion restrictions are eased, the adjacent vehicle AV1 attempts to cut in front of the preceding vehicle PV to avoid the accident scene, causing the preceding vehicle PV to decelerate rapidly. In this situation, the TTC of the preceding vehicle PV decreases, falling below the congestion threshold time Ttjacc. Under these circumstances, ECU20 initiates ACC deceleration control. This ACC deceleration control ensures that the deceleration Gd and acceleration J do not exceed the congestion limit deceleration Gtjacc and the congestion limit acceleration Jtacc, respectively.

[0040] Furthermore, when adjacent vehicle AV2 cuts in front of vehicle VA, the Time To Collision (TTC) of adjacent vehicle AV2 decreases, falling below the congestion threshold time Ttjpcs. In this case, ECU20 initiates PCS deceleration control. This PCS deceleration control is executed such that the deceleration Gd and acceleration J do not exceed the congestion limit deceleration Gtjpcs and the congestion limit acceleration Jtpcs, respectively.

[0041] (Specific tasks)

[0042] The CPU of ECU20 executes at predetermined intervals. Figure 3 as well as Figure 4 The routine is shown in the flowchart.

[0043] <Specific Condition Determination Routine>

[0044] When the appropriate time arrives, the CPU will... Figure 3 The process begins at step 300, proceeding to steps 305 through 315. Step 305: The CPU obtains the current position of vehicle VA from GNSS receiver 28. Step 310: The CPU obtains traffic data from traffic data receiver 26. Step 315: Based on the traffic data, the CPU determines whether any of the following has occurred within a specified range from the current position of vehicle VA: an accident, lane restriction, or congestion. For example, in the lane where vehicle VA is currently traveling and in an adjacent lane permitted to travel in the same direction, the CPU determines whether any of the following has occurred within a specified distance (a distance longer than the threshold distance Dth described later) in the direction of travel of vehicle VA.

[0045] If any of the following occurs: an accident, lane restriction, or congestion, the CPU determines "yes" in step 315 and executes steps 320 and 325.

[0046] Step 320: The CPU obtains the distance D between the location of the incident and the current location of vehicle VA. The location of the incident can be any of the following: an accident, lane restriction, or congestion. The CPU obtains the location of the incident based on traffic data. Step 325: The CPU determines whether the distance D is below a threshold distance Dth.

[0047] If the distance D is below the threshold distance Dth (step 325 "Yes"), the CPU determines that a specific condition is met. The CPU executes steps 330 and 335.

[0048] Step 330: The CPU sets the threshold time Tacc, upper limit deceleration Gacc, and upper limit acceleration Jacc to the congestion threshold time Ttjacc, congestion upper limit deceleration Gtjacc, and congestion upper limit acceleration Jtjacc, respectively. Step 335: The CPU sets the threshold time Tpcs, upper limit deceleration Gpcs, and upper limit acceleration Jpcs to the congestion threshold time Ttjpcs, congestion upper limit deceleration Gtjpcs, and congestion upper limit acceleration Jtjpcs, respectively. Afterward, processing proceeds to step 395, and the CPU temporarily terminates this routine.

[0049] If no accident, lane restriction, or congestion occurs (step 315 "No"), and if the distance D is greater than the threshold distance Dth (step 325 "No"), the CPU executes steps 340 and 345.

[0050] Step 340: The CPU obtains the vehicle speed Vs. Step 345: The CPU determines whether the vehicle speed Vs is below the threshold speed Vtj. The threshold speed Vtj is set to the speed at which congestion can be presumed. For example, the threshold speed Vtj is set to "20 km / h".

[0051] If the vehicle speed Vs is below the threshold vehicle speed Vtj (step 345 "Yes"), the CPU determines that congestion has occurred and that a specific condition has been met. Processing proceeds to step 330. If the vehicle speed Vs is greater than the threshold vehicle speed Vtj (step 345 "No"), the CPU executes steps 350 and 355.

[0052] Step 350: The CPU obtains the vehicle speed Va of surrounding vehicles. Specifically, the CPU obtains the vehicle speed Va of surrounding vehicles based on the relative speed and vehicle speed Vs obtained from radar data. The vehicle speed Va of surrounding vehicles is sometimes referred to as the "surrounding vehicle speed". In addition, the CPU identifies the preceding vehicle traveling in the current lane and adjacent vehicles traveling in the same direction as vehicle VA in the adjacent lane as surrounding vehicles. Step 355: The CPU determines whether the vehicle speed Va of surrounding vehicles is below the threshold vehicle speed Vtj.

[0053] If the speed Va of surrounding vehicles is below the threshold speed Vtj (step 355 "Yes"), the CPU determines that congestion has occurred and that a specific condition has been met. Processing proceeds to step 330. If the speed Va of surrounding vehicles is greater than the threshold speed Vtj (step 355 "No"), the CPU executes steps 360 and 365.

[0054] Step 360: The CPU obtains the road sign or the speed limit Vlmt shown on the road sign based on the image data. Alternatively, in step 360, the speed limit Vlmt can be obtained by referring to the map data at the current location of vehicle VA. Step 365: The CPU determines whether the first subtraction value ΔVs obtained by subtracting the vehicle speed Vs from the speed limit Vlmt is above the threshold ΔVth.

[0055] If the first subtraction value ΔVs is greater than or equal to the threshold ΔVth (step 365 "Yes"), vehicle VA travels at a speed lower than the speed limit Vlmt. In this case, the CPU determines that congestion has occurred and that a specific condition has been met. Processing proceeds to step 330. If the first subtraction value ΔVs is less than the threshold ΔVth (step 365 "No"), processing proceeds to step 370. In step 370, the CPU determines whether the second subtraction value ΔVa, obtained by subtracting the speeds Va of surrounding vehicles from the speed limit Vlmt, is greater than or equal to the threshold ΔVth.

[0056] If the second subtraction value ΔVa is above the threshold ΔVth (step 370 "Yes"), surrounding vehicles are traveling at a speed lower than the speed limit Vlmt. In this case, the CPU determines that congestion has occurred, and the specific condition is met. Processing proceeds to step 330. If the second subtraction value ΔVa is less than the threshold ΔVth (step 370 "No"), the specific condition is not met. In this case, the CPU executes steps 375 and 380.

[0057] Step 375: The CPU sets the threshold time Tacc, upper limit deceleration Gacc, and upper limit acceleration Jacc to the normal threshold time Tnoacc, normal upper limit deceleration Gnoacc, and normal upper limit acceleration Jnoacc, respectively. Step 380: The CPU sets the threshold time Tpcs, upper limit deceleration Gpcs, and upper limit acceleration Jpcs to the normal threshold time Tnopcs, normal upper limit deceleration Gnopcs, and normal upper limit acceleration Jnopcs, respectively. Afterward, processing proceeds to step 395, and the CPU temporarily terminates this routine.

[0058] The determination of whether the first subtraction value ΔVs or the second subtraction value ΔVa is greater than or equal to the threshold ΔVth (step 365 or step 370) is synonymous with the determination of whether the vehicle speed Vs or the vehicle speed Va of surrounding vehicles is greater than or equal to the threshold obtained by subtracting the threshold ΔVth from the vehicle speed limit Vlmt. That is, the threshold for comparison with the vehicle speed Vs or the vehicle speed Va of surrounding vehicles is changed based on the vehicle speed limit Vlmt.

[0059] <Deceleration Control Routine>

[0060] When the appropriate time arrives, the CPU will... Figure 4 The process begins at step 400 and proceeds to step 405. In step 405, the CPU, based on image data and radar, determines whether there is an "object that may collide with vehicle VA" in the direction of travel of vehicle VA.

[0061] If the aforementioned object exists in the direction of travel of vehicle VA, the CPU determines "yes" in step 405 and executes steps 410 and 415. Step 410: The CPU obtains the TTC of the aforementioned object. Step 415: The CPU determines whether the TTC is below the threshold time Tpcs.

[0062] If the TTC is below the threshold time Tpcs (step 415 "Yes"), the CPU executes steps 420 and 425. Step 420: The CPU obtains the target deceleration Gtgt used to stop the vehicle VA in front of the aforementioned object. Step 425: The CPU determines whether the target deceleration Gtgt is greater than the upper limit deceleration Gpcs.

[0063] If the target deceleration Gtgt is greater than the upper limit deceleration Gpcs (step 425 "Yes"), the process proceeds to step 430. In step 430, the CPU sets the target deceleration Gtgt to the upper limit deceleration Gpcs. Therefore, the deceleration Gd will not exceed the upper limit deceleration Gpcs. Afterwards, the CPU executes steps 435 and 440.

[0064] Step 435: The CPU obtains the jerk J based on the current acceleration G and the target deceleration Gtgt. Step 440: The CPU determines whether the jerk J is greater than the upper limit jerk Jpcs.

[0065] If the jerk J is greater than the upper limit jerk Jpcs (step 440 "Yes"), the CPU executes steps 445 and 450. Step 445: The CPU sets the target deceleration Gtgt to "deceleration Gjpcs where jerk J is not greater than the upper limit jerk Jpcs". Therefore, the jerk J will not exceed the upper limit jerk Jpcs. Step 450: The CPU controls the power transmission actuator 40 and the brake actuator 42 to make the deceleration Gd of the vehicle VA consistent with the target deceleration Gtgt. Afterwards, processing proceeds to step 495, and the CPU temporarily terminates this routine.

[0066] If the target deceleration Gtgt is below the upper limit deceleration Gpcs when proceeding to step 425 (step 425 "No"), proceed to step 435. If the jerk J is below the upper limit jerk Jacc when proceeding to step 440 (step 440 "No"), proceed to step 450.

[0067] If the TCC is greater than the threshold time Tpcs when proceeding to step 415 (step 415 "No"), the process proceeds to step 455. In step 455, the CPU determines whether ACC is being executed. If ACC is being executed (step 455 "Yes"), in step 460, the CPU determines whether the TTC is below the threshold time Tacc. If the TTC is below the threshold time Tacc (step 460 "Yes"), in step 465, the CPU obtains the target deceleration Gtgt used to stop the vehicle VA in front of the aforementioned object.

[0068] In step 470, the CPU determines whether the target deceleration Gtgt is greater than the upper limit deceleration Gacc. If the target deceleration Gtgt is greater than the upper limit deceleration Gacc (step 470 "Yes"), in step 475, the CPU sets the target deceleration Gtgt to the upper limit deceleration Gacc. In step 480, the CPU obtains the jerk J. In step 485, the CPU determines whether the jerk J is greater than the upper limit jerk Jacc.

[0069] If the jerk J is greater than the upper limit jerk Jacc (step 485 "Yes"), in step 490, the CPU sets the target deceleration Gtgt to "deceleration Gjacc where jerk J is not greater than the upper limit jerk Jacc". Then, processing proceeds to step 450.

[0070] If the target deceleration Gtgt is below the upper limit deceleration Gacc (step 470 "No"), proceed to step 480. If the jerk J is below the upper limit jerk Jacc (step 485 "No"), proceed to step 450.

[0071] If no object is present in the direction of travel (step 405 "No"), if ACC is not executed (step 455 "No"), or if TTC is greater than the threshold time Tacc (step 460 "No"), proceed to step 495. As a result, no deceleration control is executed.

[0072] As explained above, when certain conditions are met, the restrictions are relaxed compared to when those conditions are not met. Therefore, the likelihood of an increased collision risk due to insufficient deceleration is reduced, even when the possibility of sudden actions by surrounding vehicles is increased.

[0073] The limiting conditions include a threshold time for initiating deceleration control, an upper limit for deceleration, and an upper limit for acceleration. When the specific conditions are met, the device 10 increases the threshold time, upper limit for deceleration, and upper limit for acceleration compared to when the specific conditions are not met, thereby relaxing the limiting conditions. Therefore, when the specific conditions are met, deceleration control begins earlier than when the specific conditions are not met, enabling the vehicle VA to decelerate more strongly. This reduces the likelihood of an increased collision risk due to insufficient vehicle deceleration.

[0074] Furthermore, the device 10 may, when a specific condition is met, increase at least one of the threshold time, upper limit deceleration, and upper limit jerk compared to when the specific condition is not met.

[0075] exist Figure 3 In step 355, if the number of surrounding vehicles with a speed Va below the threshold speed Vtj is greater than or equal to the threshold number, the CPU can also determine that a specific condition is met. In step 370, if the number of surrounding vehicles with a speed Va that satisfies the condition that the second subtraction operation value ΔVa is greater than or equal to the threshold ΔVth is greater than or equal to the threshold number, the CPU can also determine that a specific condition is met.

[0076] Alternatively, the distance D between the location where the event occurs and the vehicle VA is less than or equal to a threshold distance Dth, and the fulfillment of at least one of the conditions in steps 345, 355, 365, and 370 is a necessary condition for the fulfillment of a specific condition.

[0077] In the above embodiment, ECU20 initiates deceleration control when the TTC (Time To Change) falls below the threshold time. However, it can also determine that the start timer has arrived and initiate deceleration control when the relative distance between the vehicle VA (Vehicle Aspect Ratio) and the object falls below the threshold distance. In this case, the threshold distance is longer when the specific condition is met compared to when the specific condition is not met.

[0078] Therefore, when the relative relationship (TTC or relative distance) between the vehicle VA and the object satisfies the specified condition of the direction of relative distance reduction (TTC ≤ threshold time or relative distance ≤ threshold distance), the ECU 20 determines that the start timing has arrived and begins deceleration control. Under specific conditions, the ECU 20 makes it easier for the relative relationship to meet the specified conditions compared to when the specific conditions are not met, thereby advancing the start timing of deceleration control.

[0079] This device 10 can be applied to vehicles such as engine vehicles, hybrid vehicles, plug-in hybrid vehicles, fuel cell vehicles, and electric vehicles, and can also be applied to autonomous vehicles.

Claims

1. A vehicle control device configured to perform deceleration control on an object present in the vehicle's direction of travel, thereby automatically slowing down the vehicle, wherein, The vehicle control device is configured as follows: The deceleration control is executed in such a manner that the start timing of the deceleration control and the deceleration-related values ​​that change through the deceleration control satisfy the limiting conditions. If a specific condition is met when congestion or a congestion-causing event that causes the congestion occurs within a specified distance from the vehicle in the direction of travel, the restriction is relaxed compared to the case where the specific condition is not met.

2. The vehicle control device according to claim 1, wherein, The vehicle control device is configured as follows: The deceleration and the acceleration of the deceleration are used as the deceleration-related value. If the specific condition is met, at least one of the following processes is executed: making the start timing earlier than if the specific condition is not met; making the upper limit of the deceleration larger than if the specific condition is not met; and making the upper limit of the acceleration of the deceleration larger than if the specific condition is not met, thereby relaxing the restriction condition.

3. The vehicle control device according to claim 1, wherein, The vehicle control device is configured as follows: If the relative relationship between the vehicle and the object satisfies the predetermined condition of the direction of decreasing relative distance, the start timing is determined to have arrived, and the deceleration control is initiated. When the specific conditions are met, the relative relationship becomes easier to satisfy the specified conditions compared to when the specific conditions are not met, thereby advancing the start timing compared to when the specific conditions are not met.

4. The vehicle control device according to claim 1, wherein, The vehicle control device is configured as follows: If an accident occurs or lane restrictions are in effect within a specified distance from the vehicle in the direction of travel, the congestion is determined to have occurred, thus fulfilling the specific condition.

5. The vehicle control device according to claim 1, wherein, The vehicle control device is configured as follows: If the vehicle speed (representing the speed of the vehicle) or the speed of surrounding vehicles (representing the speed of surrounding vehicles) is below a threshold speed, then congestion is determined to have occurred, thus fulfilling the specific condition. The threshold speed is changed based on the speed limit of the lane in which the vehicle is traveling.

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