Vehicle assisted driving device

Abstract

Provided is a vehicle assist driving device capable of appropriately causing a host vehicle to coast when the host vehicle travels on a general road. A vehicle assist driving device (10) executes autonomous travel control that causes a host vehicle (100) to autonomously travel while alternately switching between power running control that causes the host vehicle to power run and coast control that causes the host vehicle to coast. The vehicle assist driving device switches the power running control and the coast control in such a manner that a travel speed of the host vehicle or an inter-vehicle distance between the host vehicle and a preceding vehicle (200) converges to a predetermined range. The vehicle assist driving device makes the predetermined range narrower in a case where a road on which the host vehicle travels is a general road than in a case where the road on which the host vehicle travels is an expressway or a road exclusive to automobiles.

Description

Technical Field

[0001] This invention relates to vehicle driver assistance devices. Background Technology

[0002] Vehicle-assistance driving devices that perform autonomous driving control to enable the vehicle to move autonomously by powering the vehicle or coasting are known. As a conventional vehicle-assistance driving device, it is also known to prevent the vehicle from coasting via autonomous driving control when the vehicle is traveling on a curve or on a regular road (see, for example, Patent Document 1). That is, it is known to prevent the vehicle from coasting via autonomous driving control in situations where it is determined that there is a possibility of danger arising from coasting.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2018-122818 Summary of the Invention

[0006] As mentioned above, in conventional vehicle driver assistance systems, if the vehicle is allowed to coast via autonomous driving control while traveling on a regular road, there is a potential danger, so coasting is prohibited. However, even if the vehicle is allowed to coast via autonomous driving control while traveling on a regular road, there is no guarantee that a danger will occur. That is, even if the vehicle is traveling on a regular road, it is not necessary to prohibit coasting via autonomous driving control. Prohibiting coasting in such a situation would deprive the opportunity to reduce the energy used to propel the vehicle.

[0007] The purpose of this invention is to provide a vehicle driving assistance device that enables the vehicle to coast appropriately when it is driving on a normal road.

[0008] This invention provides a vehicle-assisted driving device comprising a control device that performs autonomous driving control while alternately executing power operation control (for powering the vehicle) and coasting control (for coasting the vehicle), thereby enabling the vehicle to drive autonomously. The control device switches between power operation control and coasting control in a manner that brings the vehicle's speed or the inter-vehicle distance between the vehicle and a preceding vehicle within a predetermined range. Furthermore, the control device narrows the predetermined range when the vehicle is traveling on a general road compared to when the vehicle is traveling on a highway or a dedicated motorway.

[0009] According to the present invention, when the vehicle is traveling on a general road, the predetermined range is relatively narrow. Therefore, when the vehicle is coasting through autonomous driving control, the vehicle's speed is prevented from becoming too low or the increase or decrease in the vehicle's speed becoming too large. Therefore, the vehicle can coast appropriately when traveling on a general road.

[0010] Furthermore, in the vehicle driver assistance device according to the present invention, the control device may be configured to not perform the coasting control if the deceleration of the vehicle caused by performing the coasting control is greater than a predetermined deceleration threshold.

[0011] When the vehicle decelerates significantly, there is a possibility of causing disturbance to drivers of other vehicles, such as those following behind. According to the present invention, if the vehicle's deceleration exceeds a predetermined deceleration threshold, coasting control is not performed. Therefore, it is possible to suppress the possibility of the vehicle causing disturbance to drivers of other vehicles.

[0012] Furthermore, when the vehicle's deceleration is high, the vehicle's speed may reach the lower limit of a predetermined range or the inter-vehicle distance between the vehicle and the preceding vehicle may reach the upper limit of a predetermined range shortly after coasting control begins, immediately switching to power operation control. As a result, the effect of improving energy efficiency related to the vehicle's operation is reduced. Additionally, ride comfort deteriorates. According to the present invention, when the vehicle's deceleration exceeds a predetermined deceleration, coasting control is not executed. Therefore, the overall effect of improving energy efficiency related to the vehicle's operation can be maintained, and the deterioration of ride comfort can be suppressed.

[0013] Furthermore, in the vehicle driver assistance device according to the present invention, the control device may be configured to set the predetermined deceleration threshold to a smaller value when the road on which the vehicle is traveling is a general road, compared to the case where the road on which the vehicle is traveling is a highway or a motorway.

[0014] When a vehicle is traveling on a regular road, a large deceleration increases the likelihood of causing disturbance to drivers of other vehicles, such as following vehicles, in the vicinity. According to the present invention, a predetermined deceleration threshold is reduced when the vehicle is traveling on a regular road. Therefore, it is possible to suppress the possibility of the vehicle causing disturbance to drivers of other vehicles when traveling on a regular road.

[0015] Furthermore, when the vehicle is traveling on a regular road, its speed is generally relatively low. Therefore, the deceleration caused by coasting control is relatively small. However, even if the deceleration caused by coasting control is small, the vehicle's speed will reach the lower limit of a predetermined range or the distance between the vehicle and the preceding vehicle will reach the upper limit of a predetermined range shortly after coasting control begins, immediately switching to power operation control. As a result, the effect of improving energy efficiency related to vehicle operation is reduced. Additionally, ride comfort deteriorates. According to the present invention, when the vehicle is traveling on a regular road, the predetermined deceleration threshold is reduced. Therefore, when the vehicle is traveling on a regular road, even if the vehicle's deceleration is relatively large, coasting control is not performed. Therefore, the overall effect of improving energy efficiency related to vehicle operation can be maintained, and the deterioration of ride comfort can be suppressed.

[0016] Furthermore, in the vehicle driver assistance device according to the present invention, the control device may be configured to, during the execution of the power operation control, predict the deceleration of the vehicle when the power operation control is switched to the coasting control, and, when the road on which the vehicle is traveling is a general road, set a predetermined deceleration threshold to a smaller value compared to the case when the road on which the vehicle is traveling is a highway or a motorway, permit the switching of the power operation control to the coasting control when the predicted deceleration is below the predetermined deceleration threshold, and prohibit the switching of the power operation control to the coasting control when the predicted deceleration is greater than the predetermined deceleration threshold.

[0017] According to the present invention, when coasting control is not performed, the deceleration of the vehicle if coasting control were performed is predicted, and a decision is made on whether to prohibit coasting control based on the predicted deceleration. Therefore, it is possible to more appropriately suppress the disturbance caused to drivers of other vehicles by the vehicle when it is traveling on ordinary roads.

[0018] Furthermore, as mentioned above, when the vehicle is traveling on ordinary roads, its speed is generally relatively low. Therefore, the deceleration of the vehicle due to coasting control is relatively small. However, even if the deceleration of the vehicle due to coasting control is small when the vehicle is traveling on ordinary roads, the vehicle's speed will reach the lower limit of a predetermined range or the distance between the vehicle and the preceding vehicle will reach the upper limit of a predetermined range within a short period after the coasting control is initiated, and the system will immediately switch to power operation control. As a result, the effect of improving energy efficiency related to the vehicle's driving is reduced. In addition, ride comfort also deteriorates. According to the present invention, when the vehicle is traveling on ordinary roads, the predetermined deceleration threshold is smaller compared to when the vehicle is traveling on highways or dedicated motor vehicle lanes. Therefore, when the vehicle is traveling on ordinary roads, coasting control is not performed when the vehicle's deceleration is relatively large. Therefore, the overall effect of improving energy efficiency related to the vehicle's driving can be maintained, and the deterioration of ride comfort can be suppressed.

[0019] In the vehicle driver assistance device of the present invention, the control device may be configured to set a predetermined deceleration threshold to a smaller value when the road on which the vehicle is traveling is a general road, compared to the case when the road on which the vehicle is traveling is a highway or a dedicated motor vehicle road, and to stop the coasting control when the deceleration of the vehicle exceeds the predetermined deceleration threshold during the execution of the coasting control.

[0020] According to the present invention, when coasting control is executed, the deceleration of the vehicle when coasting control is initiated is predicted, and a decision is made on whether to prohibit coasting control based on the predicted deceleration. Therefore, it is possible to more appropriately suppress the disturbance caused to drivers of other vehicles by the vehicle when it is traveling on ordinary roads.

[0021] Furthermore, as mentioned above, when the vehicle is traveling on ordinary roads, its speed is generally relatively low. Therefore, the deceleration of the vehicle due to coasting control is relatively small. However, even if the deceleration of the vehicle due to coasting control is small when the vehicle is traveling on ordinary roads, the vehicle's speed will reach the lower limit of a predetermined range or the distance between the vehicle and the preceding vehicle will reach the upper limit of a predetermined range within a short period after the coasting control is initiated, and the system will immediately switch to power operation control. As a result, the effect of improving energy efficiency related to the vehicle's driving is reduced. In addition, ride comfort also deteriorates. According to the present invention, when the vehicle is traveling on ordinary roads, the predetermined deceleration threshold is smaller compared to when the vehicle is traveling on highways or dedicated motor vehicle lanes. Therefore, when the vehicle is traveling on ordinary roads, coasting control is not performed when the vehicle's deceleration is relatively large. Therefore, the overall effect of improving energy efficiency related to the vehicle's driving can be maintained, and the deterioration of ride comfort can be suppressed.

[0022] The elements of this invention are not limited to the embodiments described below with reference to the accompanying drawings. Other objects, features, and advantages of this invention will become readily apparent from the description of embodiments thereof. Attached Figure Description

[0023] Figure 1 This is a diagram illustrating a vehicle driver assistance device according to an embodiment of the present invention.

[0024] Figure 2 This is a diagram showing the vehicles that were ahead.

[0025] Figure 3 This is a flowchart illustrating the routines executed by a vehicle-assisted driving device according to an embodiment of the present invention.

[0026] Figure 4 This is a flowchart illustrating the routines executed by a vehicle-assisted driving device according to an embodiment of the present invention. Detailed Implementation

[0027] Hereinafter, a vehicle driver assistance device according to embodiments of the present invention will be described with reference to the accompanying drawings. Figure 1The diagram shows a vehicle driver assistance device 10 according to an embodiment of the present invention. The vehicle driver assistance device 10 is mounted on the vehicle 100. Hereinafter, the vehicle driver assistance device 10 will be described using the case where the operator or user of the vehicle 100 is the driver of the vehicle 100 (i.e., a person who rides in the vehicle 100 and drives it). However, the operator or user of the vehicle 100 may also be a remote operator of the vehicle 100 (i.e., a person who drives the vehicle 100 remotely without riding in it). Furthermore, in the following description, the driver of the vehicle 100 will sometimes be simply referred to as "driver".

[0028] like Figure 1 As shown, the vehicle driver assistance device 10 includes an ECU (electronic control unit) 90 as a control device. The ECU 90 has a microcomputer as its main component. The microcomputer includes a CPU, a computer-readable storage medium, and an interface, etc. The storage medium is ROM, RAM, or non-volatile memory, etc. The CPU performs various functions by executing instructions, programs, or routines stored in the storage medium. In particular, in this example, the vehicle driver assistance device 10 stores programs that implement various controls performed by the vehicle driver assistance device 10 in the storage medium.

[0029] Furthermore, in this example, the vehicle driver assistance device 10 has only one ECU 90, but it can also be configured to have multiple ECUs, with each ECU sharing the functions of the vehicle driver assistance device 10 described below.

[0030] Alternatively, the vehicle driver assistance device 10 may be configured to update the program stored in the storage medium via wireless communication (e.g., Internet communication) with external devices.

[0031] In addition, the vehicle driver assistance device 10 can be applied not only to vehicles driven by manual driving performed by an operator, but also to vehicles driven by autonomous driving.

[0032] like Figure 1 As shown, the vehicle 100 is equipped with a drive unit 20, a braking unit 30, and a drive force transmission device 40.

[0033] The drive unit 20 is a device that generates driving force to be supplied to the vehicle 100 (specifically, to the drive wheels of the vehicle 100). In this example, the drive unit 20 includes an internal combustion engine 21 and an electric motor 22. The drive unit 20 is electrically connected to the ECU 90. The vehicle driver assistance device 10 can control the driving force supplied to the vehicle 100 by controlling the operation of the drive unit 20 (i.e., the internal combustion engine 21 and the electric motor 22).

[0034] The braking device 30 is a device that applies braking force to the vehicle 100 (particularly the wheels of the vehicle 100). In this example, the braking device 30 includes a hydraulic brake device 31. The braking device 30 is electrically connected to the ECU 90. The vehicle driver assistance device 10 can control the braking force applied to the vehicle 100 by controlling the operation of the braking device 30 (more specifically, the operation of the hydraulic brake device 31).

[0035] The drive force transmission device 40 is a device that transmits the driving force output from the drive unit 20 to the drive wheels of the vehicle 100. The drive force transmission device 40 is, for example, a gearbox. The drive force transmission device 40 is electrically connected to the ECU 90. The vehicle driver assistance device 10, by controlling the operation of the drive force transmission device 40, can establish a drive force transmission path to transmit the driving force output from the drive unit 20 to the drive wheels of the vehicle 100. The drive force transmission path is the path from the drive unit 20 to the drive wheels of the vehicle 100 to transmit driving force. Furthermore, the vehicle driver assistance device 10, by controlling the operation of the drive force transmission device 40, can also cut off the drive force transmission path, preventing the transmission of driving force from the drive unit 20 to the drive wheels of the vehicle 100.

[0036] Furthermore, the vehicle 100 is equipped with an autonomous driving control operator 51, a vehicle speed setting operator 52, a vehicle speed control range setting operator 53, a vehicle distance setting operator 54, a vehicle distance control range setting operator 55, a vehicle speed detection device 61, an acceleration sensor 62, a slope sensor 63, a surrounding information acquisition device 70, a GPS signal receiver 81, and a map database 82.

[0037] The autonomous driving control operator 51 is a device operated by the driver. By operating the autonomous driving control operator 51, the driver can request the execution or cessation of autonomous driving control (described later). The autonomous driving control operator 51 is electrically connected to the ECU 90. If the vehicle driver assistance device 10 operates the autonomous driving control operator 51 when autonomous driving control is not being executed, it determines that the execution of autonomous driving control has been requested. Conversely, if the vehicle driver assistance device 10 operates the autonomous driving control operator 51 while autonomous driving control is being executed, it determines that the cessation of autonomous driving control has been requested.

[0038] The speed setting device 52 is a device operated by the driver. By operating the speed setting device 52, the driver can set a target speed Vset used in the autonomous driving control described later. The target speed Vset is the speed set by the driver as a target value for this speed V1. This speed V1 is the driving speed of the vehicle 100.

[0039] The vehicle speed control range setting operator 53 is a device operated by the driver. By operating the vehicle speed control range setting operator 53, the driver can set the vehicle speed control range WVset. Setting the vehicle speed control range WVset is used to set the target vehicle speed control range WVtgt used in the autonomous driving control described later.

[0040] The inter-vehicle distance setting operator 54 is a device operated by the driver. By operating the inter-vehicle distance setting operator 54, the driver can set the inter-vehicle distance Dset used in the autonomous driving control described later.

[0041] In this example, the driver can set any of the following distances as the set distance Dset by operating the vehicle distance setting device 54: long, medium, or short. If a long distance is set as the set distance Dset, the longer distance Dlong is set as the set distance Dset. Similarly, if a medium distance is set as the set distance Dset, the medium distance Dmid is set as the set distance Dset. Finally, if a short distance is set as the set distance Dset, the shorter distance Dshort is set as the set distance Dset.

[0042] The higher the vehicle speed V1, the longer the set distance Dset is. Furthermore, at the same vehicle speed V1, the longer distance Dlong is longer than the medium distance Dmid. Also, at the same vehicle speed V1, the medium distance Dmid is longer than the shorter distance Dshort.

[0043] The inter-vehicle distance control range setting operator 55 is a device operated by the driver. By operating the inter-vehicle distance control range setting operator 55, the driver can set the inter-vehicle distance control range WDset. Setting the inter-vehicle distance control range WDset is used to set the target inter-vehicle distance control range WDtgt used in the autonomous driving control described later.

[0044] The vehicle speed detection device 61 is a device used to detect the vehicle speed V1. The vehicle speed detection device 61 may include, for example, wheel speed sensors installed on each wheel of the vehicle 100. The vehicle speed detection device 61 is electrically connected to the ECU 90. The vehicle driver assistance device 10 uses the vehicle speed detection device 61 to obtain the vehicle speed V1.

[0045] Acceleration sensor 62 is a device used to detect acceleration G. Acceleration G is the acceleration of the vehicle 100 in the longitudinal direction. Acceleration sensor 62 is electrically connected to ECU 90. The vehicle driver assistance device 10 uses acceleration sensor 62 to obtain acceleration G.

[0046] The slope sensor 63 is a device used to detect the road slope θ. The road slope θ is the slope of the road on which the vehicle 100 is currently traveling. The slope sensor 63 is electrically connected to the ECU 90. The vehicle driver assistance device 10 uses the slope sensor 63 to obtain the road slope θ.

[0047] The surrounding information acquisition device 70 is a device for detecting information about the surroundings of the vehicle 100. In this example, the surrounding information acquisition device 70 includes multiple electromagnetic wave sensors 71 and multiple image sensors 72.

[0048] Electromagnetic wave sensor 71 is electrically connected to ECU 90. Electromagnetic wave sensor 71 is, for example, a radar sensor such as millimeter-wave radar. The vehicle driver assistance device 10 uses electromagnetic wave sensor 71 to obtain information (object information IO) related to objects existing in the vicinity of the vehicle 100 as surrounding information IS. In particular, object information IO includes information related to the preceding vehicle 200.

[0049] like Figure 2 As shown, the preceding vehicle 200 is another vehicle that is ahead of vehicle 100, traveling in its own lane LN1, and located within a predetermined distance Dth ahead of vehicle 100. Lane LN1 is the lane in which vehicle 100 travels. The preceding vehicle 200 is detected based on the surrounding information IS.

[0050] Image sensor 72 is electrically connected to ECU 90. Image sensor 72 is, for example, a camera sensor. The vehicle driver assistance device 10 uses image sensor 72 to acquire image information IC related to the surroundings of the vehicle 100 as peripheral information IS. In particular, image information IC includes information related to the preceding vehicle 200.

[0051] GPS signal receiver 81 is a device for receiving GPS signals. GPS signal receiver 81 is electrically connected to ECU 90. Vehicle driver assistance device 10 receives GPS signals via GPS signal receiver 81. Vehicle driver assistance device 10 obtains the current location of its vehicle 100 based on the GPS signals.

[0052] Map database 82 is a device that stores map information IM. Map database 82 is electrically connected to ECU 90. Vehicle assistance device 10 obtains road information IR from the current location of vehicle 100 and map information IM. Road information IR is information related to the road on which vehicle 100 is traveling. In particular, road information IR includes information about whether the road on which vehicle 100 is traveling is a highway, a motorway, or a general road.

[0053] <Action of vehicle driver assistance devices>

[0054] Next, the operation of the vehicle driver assistance device 10 will be explained.

[0055] The vehicle driver assistance device 10 executes at predetermined time intervals. Figures 3 to 4 The routine shown executes autonomous driving control when predetermined conditions are met. Autonomous driving control is a control method that enables the vehicle to drive autonomously by switching between power operation control and coasting control.

[0056] Power operation control is the control that enables the vehicle 100 to operate. When the vehicle driver assistance device 10 executes power operation control, it enables the vehicle 100 to operate by applying driving force from the drive unit 20. Alternatively, optimal power operation control can also be employed as power operation control. Optimal power operation control enables the vehicle 100 to operate by applying driving force from the drive unit 20 while controlling the operation of the drive unit 20 in a manner that maximizes drive energy efficiency. Drive energy efficiency is the energy efficiency of the drive unit 20 when generating driving force.

[0057] Furthermore, in this example, the vehicle driver assistance device 10, in principle, controls the operation of the drive unit 20 in a manner that accelerates the vehicle 100 when performing power operation control.

[0058] Coasting control is the control that causes the vehicle 100 to coast. When executing coasting control, the vehicle assistance device 10 causes the vehicle 100 to coast by stopping the driving force supplied from the drive unit 20 to the vehicle 100. In this example, when executing coasting control, the vehicle assistance device 10 stops the driving force supplied from the drive unit 20 to the vehicle 100 by cutting off the driving force transmission path. As mentioned above, the driving force transmission path is the path from the drive unit 20 to the vehicle 100. The vehicle assistance device 10 cuts off the driving force transmission path by controlling the operation of the driving force transmission device 40.

[0059] In this way, the vehicle driving assistance device 10 performs alternating power operation control to power the vehicle 100 and coasting control to coast the vehicle 100, while simultaneously enabling the vehicle 100 to drive autonomously.

[0060] In addition, autonomous driving control includes autonomous vehicle speed control and autonomous inter-vehicle distance control.

[0061] Vehicle driver assistance devices 10 Figure 2 As shown, when the preceding vehicle 200 is present, autonomous inter-vehicle distance control is performed as autonomous driving control. On the other hand, when the preceding vehicle 200 is not present, the vehicle assistance driving device 10 performs autonomous vehicle speed control as autonomous driving control.

[0062] Autonomous speed control is a control method that allows the vehicle to move autonomously by alternating between power operation control and coasting control to maintain the vehicle speed V1 within the target speed range RVtgt.

[0063] When the vehicle assistance driving device 10 performs autonomous vehicle speed control, if the vehicle speed V1 increases through power operation control and reaches the target upper limit speed Vtgt_max, then the power operation control ends and coasting control begins. The target upper limit speed Vtgt_max is the upper limit of the target vehicle speed range RVtgt. In this example, the set vehicle speed Vset is set to the target upper limit speed Vtgt_max (Vtgt_max = Vset).

[0064] On the other hand, when the vehicle assistance driving device 10 performs autonomous vehicle speed control, if the vehicle speed V1 decreases due to coasting control and reaches the target lower limit speed Vtgt_min, then the coasting control ends and power operation control begins. The target lower limit speed Vtgt_min is the lower limit of the target vehicle speed range RVtgt. The target lower limit speed Vtgt_min is the speed obtained by subtracting the target vehicle speed control amplitude WVtgt from the set vehicle speed Vset.

[0065] In this way, the vehicle driver assistance device 10 switches between power operation control and coasting control in a manner that makes the vehicle speed V1 converge to a speed within the target vehicle speed range RVtgt.

[0066] Autonomous inter-vehicle distance control enables the vehicle 100 to move autonomously by alternately and repeatedly executing power operation control and coasting control to maintain the inter-vehicle distance D within the target inter-vehicle distance range RDtgt. The inter-vehicle distance D is the distance between the vehicle 100 and the preceding vehicle 200. The inter-vehicle distance D is obtained based on surrounding information IS.

[0067] When the vehicle driver assistance device 10 performs autonomous inter-vehicle distance control, it terminates power-operation control and begins coasting control once the inter-vehicle distance D decreases due to power-operation control and reaches the target lower limit inter-vehicle distance Dtgt_min. The target lower limit inter-vehicle distance Dtgt_min is the lower limit of the target inter-vehicle distance range RDtgt. In this example, the inter-vehicle distance Dset is set to the target lower limit inter-vehicle distance Dtgt_min (Dtgt_min = Dset).

[0068] On the other hand, when the vehicle driver assistance device 10 performs autonomous inter-vehicle distance control, if the inter-vehicle distance D increases due to coasting control and reaches the target upper limit inter-vehicle distance Dtgt_max, it ends the coasting control and begins power operation control. The target upper limit inter-vehicle distance Dtgt_max is the upper limit of the target inter-vehicle distance range RDtgt. In this example, the target lower limit inter-vehicle distance Dtgt_min plus the target inter-vehicle distance control amplitude WDtgt is set as the target upper limit inter-vehicle distance Dtgt_max (Dtgt_max = Dtgt_min + WDtgt).

[0069] In this way, the vehicle driver assistance device 10 switches between power operation control and coasting control in a manner that makes the inter-vehicle distance D converge to the distance within the target inter-vehicle distance range RDtgt.

[0070] Furthermore, during power operation control, if the vehicle speed V1 reaches the target upper speed Vtgt_max before the vehicle distance D reaches the target lower limit Dtgt_min, power operation control continues to maintain the vehicle speed V1 at the target upper speed Vtgt_max. Conversely, during coasting control, if the vehicle speed V1 reaches the target lower speed Vtgt_min before the vehicle distance D reaches the target upper limit Dtgt_max, coasting control ends, and power operation control continues to maintain the vehicle speed V1 at the target lower speed Vtgt_min.

[0071] Therefore, autonomous inter-vehicle distance control can also be described as control that enables the vehicle 100 to move autonomously by alternately and repeatedly executing power operation control and coasting control at a speed that keeps the vehicle speed V1 within the range between the target upper limit speed Vtgt_max and the target lower limit speed Vtgt_min.

[0072] The vehicle driver assistance device 10, at a predetermined time, from Figure 3 The routine shown begins processing at step S300. Then, the vehicle driver assistance device 10 moves the processing to step S305, determining whether the execution requirement condition C1 is met.

[0073] The execution requirement condition C1 is met when autonomous driving control is required.

[0074] If the execution requirement condition C1 is met, the vehicle driving assistance device 10 determines "yes" in step S305, and the process proceeds to step S310 to determine whether the power operation control is being executed.

[0075] When power operation control is being executed, the vehicle driver assistance device 10 determines "yes" in step S310, causing the process to proceed to step S315, where it is determined whether the coasting start condition C2 is met.

[0076] The coasting start condition C2 is met when the vehicle speed V1 increases to the target upper speed Vtgt_max in the absence of a preceding vehicle 200. On the other hand, when a preceding vehicle 200 is present, the coasting start condition C2 is met when the inter-vehicle distance D decreases to the target lower inter-vehicle distance Dtgt_min.

[0077] If the coasting start condition C2 is not met, the vehicle driver assistance device 10 determines "No" in step S315, causing the process to proceed directly to step S395, temporarily terminating the current routine. In this case, power operation control continues. On the other hand, if the coasting start condition C2 is met, the vehicle driver assistance device 10 determines "Yes" in step S315, causing the process to proceed to step S320, where it determines whether the coasting permission condition C3 is met.

[0078] The coasting permission condition C3 is established when the predicted deceleration Gd_p is below the predetermined deceleration threshold Gd_th under the condition of power operation control. On the other hand, the coasting permission condition C3 is established when the detected deceleration Gd_d is below the predetermined deceleration threshold Gd_th under the condition of coasting control.

[0079] The predicted deceleration Gd_p is the predicted deceleration of the vehicle 100 that will occur when the power operation control is switched to coasting control at the current time. The vehicle assistance device 10 predicts the deceleration of the vehicle 100 based on the current vehicle speed V1 and the road gradient θ, and obtains this predicted deceleration as the predicted deceleration Gd_p. In this way, the vehicle assistance device 10 predicts the deceleration of the vehicle 100 when the power operation control is switched to coasting control during the execution of power operation control.

[0080] Furthermore, the detected deceleration Gd_d is the current deceleration of the vehicle 100. When the acceleration G detected by the acceleration sensor 62 is less than zero, the vehicle driver assistance device 10 obtains the absolute value of the detected acceleration G as the detected deceleration Gd_d.

[0081] At the point when the vehicle driver assistance device 10 initiates the process to step S320, power operation control is executed. Therefore, the coasting permission condition C3 is established when the predicted deceleration Gd_p is below the predetermined deceleration threshold Gd_th.

[0082] If the coasting permission condition C3 is not met, the vehicle driver assistance device 10 determines "no" in step S320, causing the process to proceed directly to step S395, temporarily terminating the current routine. In this case, power operation control continues.

[0083] Thus, if the deceleration of the vehicle 100 caused by coasting control (i.e., the predicted deceleration Gd_p) is greater than the predetermined deceleration threshold Gd_th, the vehicle driver assistance device 10 will not perform coasting control. In other words, if the predicted deceleration (i.e., the predicted deceleration Gd_p) is greater than the predetermined deceleration threshold Gd_th, the vehicle driver assistance device 10 will prohibit switching the power operation control to coasting control.

[0084] On the other hand, if the coasting permission condition C3 is met, the vehicle driver assistance device 10 determines "yes" in step S320, causing the process to proceed to step S325 and stopping power operation control. Next, the vehicle driver assistance device 10 causes the process to proceed to step S330 and begins coasting control. Next, the vehicle driver assistance device 10 causes the process to proceed to step S395, temporarily terminating the processing of this routine.

[0085] In this way, if the predicted deceleration (i.e., the predicted deceleration Gd_p) is below the predetermined deceleration threshold Gd_th, the vehicle driver assistance device 10 may switch the power operation control to coasting control.

[0086] In addition, if the vehicle driver assistance device 10 performs coasting control when the process enters step S310, the vehicle driver assistance device 10 determines "no" in step S310 and enters step S335 to determine whether the coasting permission condition C3 is met.

[0087] At the point when the vehicle driver assistance device 10 initiates the process to step S335, coasting control is executed. Therefore, the coasting permission condition C3 is established when the detected deceleration Gd_d is below the predetermined deceleration threshold Gd_th.

[0088] If the coasting permission condition C3 is met, the vehicle driver assistance device 10 determines "yes" in step S335, and the process proceeds to step S340 to determine whether the power operation start condition C4 is met.

[0089] The power operation start condition C4 is met when the vehicle speed V1 decreases to the target lower limit speed Vtgt_min in the absence of a preceding vehicle 200. On the other hand, when a preceding vehicle 200 is present, the power operation start condition C4 is met when the inter-vehicle distance D increases to the target upper limit inter-vehicle distance Dtgt_max.

[0090] If the power operation start condition C4 is not met, the vehicle driver assistance device 10 determines "No" in step S340, causing the process to proceed directly to step S395, temporarily terminating the current routine. In this case, coasting control continues. On the other hand, if the power operation start condition C4 is met, the vehicle driver assistance device 10 determines "Yes" in step S340, causing the process to proceed to step S345, stopping coasting control. Next, the vehicle driver assistance device 10 causes the process to proceed to step S350, starting power operation control. Next, the vehicle driver assistance device 10 causes the process to proceed to step S395, temporarily terminating the current routine.

[0091] Furthermore, if the coasting permission condition C3 is not met when the vehicle driver assistance device 10 initiates the process to step S335, the vehicle driver assistance device 10 determines "no" in step S335 and initiates the process to step S355, stopping coasting control. Next, the vehicle driver assistance device 10 initiates the process to step S360, initiating power operation control.

[0092] Thus, if the deceleration of the vehicle 100 caused by the execution of coasting control (i.e., the detected deceleration Gd_d) is greater than a predetermined deceleration threshold Gd_th, the vehicle assistance device 10 will not perform coasting control. In other words, if the deceleration of the vehicle 100 during the execution of coasting control is greater than the predetermined deceleration threshold Gd_th, the vehicle assistance device 10 will stop coasting control.

[0093] Next, the vehicle driver assistance device 10 causes the processing to proceed to step S395, temporarily terminating the processing of this routine.

[0094] Furthermore, the vehicle driver assistance device 10 can also be configured to perform power operation control in a manner that maintains the vehicle speed V1 at that point in time when autonomous vehicle speed control is performed after power operation control is initiated in step S360. Additionally, the vehicle driver assistance device 10 can also be configured to perform power operation control in a manner that maintains the inter-vehicle distance D at that point in time when autonomous inter-vehicle distance control is performed after power operation control is initiated in step S360.

[0095] Furthermore, if the required condition C1 is not met when the vehicle driver assistance device 10 proceeds to step S305, the vehicle driver assistance device 10 determines "no" in step S305 and proceeds to step S365. If autonomous driving control is executed when the vehicle driver assistance device 10 proceeds to step S365, the vehicle driver assistance device 10 stops the autonomous driving control. Next, the vehicle driver assistance device 10 proceeds to step S395, temporarily terminating the processing of this routine.

[0096] Furthermore, when the vehicle's driver assistance device 10 reaches a predetermined time, it... Figure 4 The routine shown begins processing at step S400. Then, the vehicle driver assistance device 10 moves the processing to step S405, determining whether highway condition C5 is met.

[0097] Highway condition C5 is valid when the vehicle 100 is traveling on a highway or a dedicated motor vehicle road. Conversely, highway condition C5 is invalid when the vehicle 100 is neither traveling on a highway nor on a dedicated motor vehicle road. For example, highway condition C5 is invalid when the vehicle 100 is traveling on a regular road. The vehicle driver assistance device 10 determines whether the vehicle 100 is traveling on a highway or a dedicated motor vehicle road based on road information IR.

[0098] If highway condition C5 is met, the vehicle driver assistance device 10 determines "yes" in step S405, and the process proceeds to step S410. On the other hand, if highway condition C5 is not met, the vehicle driver assistance device 10 determines "no" in step S405, and the process proceeds to step S420.

[0099] After the vehicle driver assistance device 10 proceeds to step S410, it sets the highway speed control amplitude WVh to the target speed control amplitude WVtgt and the highway inter-vehicle distance control amplitude WDh to the target inter-vehicle distance control amplitude WDtgt. Next, the vehicle driver assistance device 10 proceeds to step S415, setting the highway deceleration threshold Gd_h to the predetermined deceleration threshold Gd_th. Then, the vehicle driver assistance device 10 proceeds to step S495, temporarily terminating the processing of this routine.

[0100] Furthermore, in this example, the speed control range WVset is set to the highway speed control range WVh. Additionally, the distance control range WDset is set to the highway distance control range WDh.

[0101] On the other hand, after the vehicle driving assistance device 10 causes the processing to proceed to step S420, it sets the general road speed control range WVs to the target speed control range WVtgt and the general road inter-vehicle distance control range WDs to the target inter-vehicle distance control range WDtgt.

[0102] In this example, the general road speed control range WVs is set to a value smaller than the highway speed control range WVh. Therefore, when the vehicle 100 is driving on a general road, the vehicle assistance device 10 sets the general road speed control range WVs, which is smaller than the set speed control range WVset set by the driver, as the target speed control range WVtgt.

[0103] Furthermore, the general road distance control range WDs is set to a value smaller than the highway distance control range WDh. Therefore, when the vehicle 100 is driving on a general road, the vehicle assistance driving device 10 sets the general road distance control range WDs, which is smaller than the set distance control range WDset set by the driver, as the target distance control range WDtgt.

[0104] Therefore, when the vehicle 100 is driving on a general road, compared with when the vehicle 100 is driving on a highway or a dedicated motor vehicle road, the vehicle 100 drives with a narrower target speed range RVtgt or a narrower target inter-vehicle distance range RDtgt through autonomous driving control.

[0105] Thus, when the vehicle assisted driving device 10 is traveling on a general road, compared to when the vehicle 100 is traveling on a highway or a dedicated motorway, the target speed control range WVtgt and the target inter-vehicle distance control range WDtgt are smaller. Therefore, when the vehicle 100 is traveling on a general road, compared to when the vehicle 100 is traveling on a highway or a dedicated motorway, the vehicle assisted driving device 10 narrows the target speed range RVtgt and the target inter-vehicle distance range RDtgt.

[0106] Furthermore, the speed control range WVs for general roads is set to a value smaller than the speed control range WVh for highways, but the general road speed control range WVs is set to a value greater than zero. Similarly, the distance control range WDs for general roads is set to a value smaller than the distance control range WDh for highways, but the general road distance control range WDs is set to a value greater than zero.

[0107] Next, the vehicle driver assistance device 10 causes the processing to proceed to step S425, whereby the general road deceleration threshold Gd_s is set to a predetermined deceleration threshold Gd_th.

[0108] In this example, the highway deceleration threshold Gd_h is set to a larger value than the general road deceleration threshold Gd_s. Therefore, when the vehicle 100 is traveling on a general road, it travels with a smaller deceleration range through autonomous driving control compared to when it is traveling on a highway or dedicated motorway.

[0109] In this way, when the vehicle 100 is traveling on a general road, the vehicle assistance device 10 sets the predetermined deceleration threshold Gd_th to a smaller value compared to when the vehicle 100 is traveling on a highway or a dedicated motorway.

[0110] In addition, the general road deceleration threshold Gd_s is set to a value smaller than the highway deceleration threshold Gd_h, but the general road deceleration threshold Gd_s is set to a value greater than zero.

[0111] Next, the vehicle driver assistance device 10 causes the process to proceed to step S495, temporarily terminating the processing of this routine.

[0112] The above describes the operation of the vehicle driver assistance device 10.

[0113] According to the vehicle driver assistance device 10, when the vehicle 100 is traveling on a normal road, the target speed range RVtgt and the target inter-vehicle distance range RDtgt are relatively narrow. Therefore, it prevents the vehicle speed V1 from becoming too low or the increase or decrease of the vehicle speed V1 from becoming too large when the vehicle 100 is coasting through autonomous driving control. Therefore, when the vehicle 100 is traveling on a normal road, it is able to coast appropriately.

[0114] Furthermore, the present invention is not limited to the above-described embodiments, and various modifications can be adopted within the scope of the present invention.

[0115] (Symbol Explanation)

[0116] 10: Vehicle driver assistance device; 70: Surrounding information acquisition device; 81: GPS signal receiver; 82: Map database; 90: ECU; 100: This vehicle; 200: Leading vehicle.

Claims

1. A vehicle driver assistance device, A control device is equipped with an autonomous driving control system that simultaneously performs power operation control (which enables the vehicle to operate) and coasting control (which enables the vehicle to coast), allowing the vehicle to move autonomously. The control device switches between power operation control and coasting control in a manner that brings the vehicle's speed or the inter-vehicle distance between the vehicle and a preceding vehicle within a predetermined range. In vehicle driver assistance devices, The control device narrows the predetermined range when the vehicle is traveling on a general road compared to when the vehicle is traveling on a highway or a dedicated motorway.

2. The vehicle driver assistance device according to claim 1, wherein, If the deceleration of the vehicle caused by the coasting control exceeds a predetermined deceleration threshold, the control device will not perform the coasting control.

3. The vehicle driver assistance device according to claim 2, wherein, When the vehicle is traveling on a general road, the control device sets the predetermined deceleration threshold to a smaller value compared to when the vehicle is traveling on a highway or a dedicated motorway.

4. The vehicle driver assistance device according to claim 1, wherein, The control device: During the execution of the power operation control, the deceleration of the vehicle is predicted when the power operation control is switched to the coasting control. When the vehicle is traveling on a general road, the predetermined deceleration threshold is set to a smaller value compared to when the vehicle is traveling on a highway or a dedicated motorway. If the predicted deceleration is below the predetermined deceleration threshold, the power operation control may be switched to coasting control. If the predicted deceleration is greater than the predetermined deceleration threshold, switching the power operation control to the coasting control is prohibited.

5. The vehicle driver assistance device according to claim 1, wherein, The control device: When the vehicle is traveling on a general road, the predetermined deceleration threshold is set to a smaller value compared to when the vehicle is traveling on a highway or a dedicated motorway. If the deceleration of the vehicle exceeds the predetermined deceleration threshold during the execution of the coasting control, the coasting control shall be stopped.

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