Vehicle assistance device, vehicle assistance method and computer-readable storage medium that stores a vehicle assistance program

Abstract

Vehicle driving assistance device (10) comprising an electronic control unit (90) configured to perform at least one of a control for increasing / decreasing a vehicle speed and a control for increasing / decreasing a vehicle distance, wherein the control for increasing / decreasing the vehicle speed corresponds to a control of the autonomous driving of one's own vehicle (100), while a vehicle speed of the own vehicle (100) is alternately increased and decreased within a set vehicle speed range, and wherein the control for increasing / decreasing the vehicle-to-vehicle distance corresponds to a control of the autonomous driving of the own vehicle (100), while a vehicle-to-vehicle distance between the own vehicle (100) and another vehicle (200) around the own vehicle (100) is alternately increased and decreased within a set vehicle-to-vehicle distance range, or while a time period that the own vehicle (100) needs to overcome the vehicle-to-vehicle distance is alternately increased and decreased within a set time period range, wherein the electronic control unit (90) is configured to: During the execution of the control to increase / decrease the vehicle speed, the set vehicle speed range should be adjusted so that the set vehicle speed range, which is set when a control range change condition is met, is narrower than the set vehicle speed range, which is set when the control range change condition is not met. wherein the control range change condition corresponds to a condition that a detection device (52) for a following vehicle, which detects a following vehicle (300), malfunctions; and During the execution of the control to increase / decrease the vehicle spacing, the set vehicle spacing range or the set time interval range should be adjusted so that the set vehicle spacing range or the set time interval range that is set when the control range change condition is met is narrower than the set vehicle spacing range or the set time interval range that is set when the control range change condition is not met.

Description

BACKGROUND area

[0001] The present invention relates to a vehicle driving assistance device, a vehicle driving assistance method and a computer-readable storage medium that stores a vehicle driving assistance program. Description of the related prior art

[0002] A vehicle assistance device is known that performs autonomous driving control for moving its own vehicle by autonomously controlling activations of a power device of the vehicle, such that the vehicle's speed alternately increases and decreases within a set vehicle speed range, or the distance between the vehicle and a vehicle ahead alternately increases and decreases within a set vehicle distance range (see, for example, JP 2022-95320A). The known vehicle assistance device reduces the amount of energy consumed, i.e., the amount of energy consumed by the power device for driving the vehicle through the autonomous driving control.

[0003] If the vehicle's speed is alternately and excessively increased and decreased, or if the distance between the vehicle and the vehicle in front is alternately and excessively increased and decreased by the autonomous driving control system in a situation where a following vehicle is present, the speed of the following vehicle will increase and decrease significantly. As a result, the smooth flow of traffic around the vehicle, including the following vehicle, can be disrupted. Therefore, to maintain the smooth flow of traffic around the vehicle, the autonomous driving control system should operate with the following vehicle in mind.

[0004] For this purpose, the following vehicle must be detected by a detection device. Corresponding ACC systems that take a following vehicle into account are known from US 2022 / 0 185 280 A1 and DE 10 2006 059 915 A1. If the following vehicle cannot be detected due to a malfunction of the detection device, the following vehicle cannot be taken into account while the autonomous driving control is operating. Consequently, the autonomous driving control cannot be executed in such a way as to maintain the smooth or flowing traffic of the vehicles around the vehicle. SUMMARY

[0005] An object of the present invention is to provide a vehicle driving assistance device, a vehicle driving assistance method and a computer-readable storage medium that stores a vehicle driving assistance program, with which the own vehicle can drive autonomously through the autonomous driving control or autonomous driving control without disturbing the smooth or flowing traffic of the vehicles around the own vehicle, even if the following vehicle cannot be detected.

[0006] A vehicle assistance device according to the present invention comprises an electronic control unit configured to perform at least one of the following functions: a control for increasing / decreasing vehicle speed and a control for increasing / decreasing the distance between vehicles. The control for increasing / decreasing vehicle speed corresponds to the control of autonomous driving of the vehicle's own vehicle, whereby the vehicle speed of the vehicle is alternately increased and decreased within a set vehicle speed range.The control for increasing / decreasing the vehicle-to-vehicle distance corresponds to the control of the autonomous driving of the own vehicle, while a vehicle-to-vehicle distance between the own vehicle and another vehicle around the own vehicle is alternately increased and decreased within a set vehicle-to-vehicle distance range, or while a time period that the own vehicle needs to overcome the vehicle-to-vehicle distance is alternately increased and decreased within a set time period range.The electronic control unit is configured to adjust the set vehicle speed range during the execution of the control to increase / decrease vehicle speed such that the set vehicle speed range, which is set when a control range change condition is met, is narrower than the set vehicle speed range, which is set when the control range change condition is not met. The control range change condition corresponds to a condition that a following vehicle detection device, which detects a following vehicle, malfunctions.Furthermore, the electronic control unit is configured to adjust the set vehicle spacing range or time interval range during the execution of the control to increase / decrease the vehicle spacing so that the set vehicle spacing range or time interval range that is set when the control range change condition is met is narrower than the set vehicle spacing range or time interval range that is set when the control range change condition is not met.

[0007] If the speed of your own vehicle alternately and excessively increases and decreases, or the distance between your vehicle and the other vehicle around your vehicle alternately and excessively increases and decreases, in a situation where (i) your vehicle is being moved autonomously by the controls to increase / decrease your speed or the controls to increase / decrease the distance between vehicles, and (ii) a following vehicle is present, the following vehicle alternately and significantly increases and decreases its speed. This can disrupt the flow of traffic around your own vehicle. To ensure the smooth flow of traffic,To maintain the smooth flow of traffic around the vehicle, the vehicle should be able to autonomously adjust its speed or distance, taking into account the presence of the following vehicle. For this to work, the following vehicle detection system must detect the following vehicle. However, if the following vehicle detection system malfunctions and cannot detect the following vehicle, the speed or distance control cannot be executed in response to the following vehicle.This means that the vehicle cannot be moved autonomously by controlling the vehicle speed (increasing / decreasing) or the vehicle spacing (increasing / decreasing) to maintain the flow of traffic around the vehicle.

[0008] In the vehicle assistance device according to the present invention, the set vehicle speed range or the set vehicle-to-vehicle distance range is narrower when the detection device for the following vehicle malfunctions than when the detection device for the following vehicle is functioning normally. This keeps the vehicle speed of the own vehicle or the vehicle-to-vehicle distance around the own vehicle within a narrow range. This prevents the vehicle speed of the own vehicle or the distance between the own vehicle and the other vehicle from alternately and excessively increasing or decreasing. Therefore, the own vehicle can be controlled autonomously by the autonomous driving control system (i.e., the vehicle's autonomous driving control system).The control system for increasing / decreasing vehicle speed or the control system for increasing / decreasing the distance between vehicles can be moved autonomously without disturbing the flow of traffic around the vehicle if the following vehicle cannot be detected.

[0009] In the vehicle assistance device according to one aspect of the present invention, the electronic control unit can be configured to perform at least one function: a control for maintaining vehicle speed and a control for maintaining the vehicle-to-vehicle distance. The control for maintaining vehicle speed can correspond to a control of autonomous driving of the vehicle while maintaining a set vehicle speed. The control for maintaining the vehicle-to-vehicle distance can correspond to a control of autonomous driving of the vehicle while maintaining a set vehicle-to-vehicle distance or maintaining the time required for the vehicle to cover the vehicle-to-vehicle distance at a set time.Furthermore, the electronic control unit can be configured to terminate the acceleration / deceleration control and maintain the vehicle speed when a driving mode change condition is met while the vehicle speed control is in operation. The driving mode change condition can be one in which (i) the following vehicle detection device is functioning normally, (ii) the following vehicle is detected, and (iii) the distance between the detected following vehicle and the vehicle is equal to or less than a predetermined distance, or the time required for the detected following vehicle to close the gap between the detected following vehicle and the vehicle is equal to or less than a predetermined time.Furthermore, the electronic control unit can be configured to, when the driving mode change condition is met while the control to increase / decrease the vehicle spacing is being executed, to terminate the execution of the control to increase / decrease the vehicle spacing and to execute the control to maintain the vehicle spacing.

[0010] If the speed of your own vehicle alternately and excessively increases and decreases, or the distance between your vehicle and the other vehicle around your vehicle alternately and excessively increases and decreases, in a situation where (i) your vehicle is being moved autonomously by the controls to increase / decrease its speed or the controls to increase / decrease the distance between vehicles, and (ii) a following vehicle is present, the following vehicle alternately and significantly increases and decreases its speed. As a result, the flow of traffic around your vehicle may be disrupted.

[0011] With the vehicle assistance device according to this aspect of the present invention, when the following vehicle is relatively close to the vehicle being driven, i.e., when the driving mode change condition is met, the control for increasing / decreasing the vehicle speed or the control for increasing / decreasing the vehicle distance is stopped, and the control for maintaining the vehicle speed or the control for maintaining the vehicle distance is executed. This keeps the vehicle speed of the vehicle being driven or the vehicle distance between the vehicle being driven and the other vehicle around the vehicle being driven constant. Therefore, the vehicle being driven can be driven autonomously without disturbing the flow of traffic around the vehicle being driven when the following vehicle is relatively close to the vehicle being driven.

[0012] In the vehicle assistance device according to a further aspect of the present invention, the electronic control unit can be configured to perform at least one of the controls for increasing / decreasing the vehicle speed and increasing / decreasing the vehicle distance in a first driving mode and in a second driving mode. The first driving mode can correspond to a mode for driving the vehicle by activating both an internal combustion engine and an electric motor, or by activating only the internal combustion engine, to supply power to the vehicle. The second driving mode can correspond to a mode for driving the vehicle by activating only the electric motor to supply power to the vehicle.The set vehicle speed range, which is set when the control to increase / decrease vehicle speed is executed in the second driving mode, may be smaller than the set vehicle speed range, which is set when the control to increase / decrease vehicle speed is executed in the first driving mode. The set vehicle spacing range, which is set when the control to increase / decrease vehicle spacing is executed in the second driving mode, may be smaller than the set vehicle spacing range, which is set when the control to increase / decrease vehicle spacing is executed in the first driving mode.The control range change condition may include a requirement that the control to increase / decrease vehicle speed or the control to increase / decrease vehicle spacing is executed in the first driving mode. Furthermore, the electronic control unit may be configured not to change the set vehicle speed range, the set vehicle spacing range, or the set time interval range, even if the control range change condition is met, while the control to increase / decrease vehicle speed or the control to increase / decrease vehicle spacing is executed in the second driving mode.

[0013] With the vehicle driving assistance device according to this aspect of the present invention, when the vehicle is moved autonomously by the control to increase / decrease the vehicle speed or the control to increase / decrease the vehicle distance in the second driving mode, the set vehicle speed range or the set vehicle distance range is relatively narrow.Therefore, the vehicle speed of the vehicle in question or the distance between the vehicle in question and the other vehicle around the vehicle in question does not alternately and significantly increase and decrease, even if the vehicle in question continues to move by the controls to increase / decrease the vehicle speed or the controls to increase / decrease the distance between vehicles, without changing the set vehicle speed range or the set distance between vehicles in question in a situation where the following vehicle cannot be detected due to a malfunction of the detection device for the following vehicle. Therefore, the following vehicle does not change its vehicle speed significantly. Thus, the probability of the smooth flow of traffic around the vehicle in question being disrupted is low.Therefore, the vehicle assistance device can autonomously move the vehicle by controlling the vehicle speed to increase / decrease or the vehicle spacing to increase / decrease, while maintaining smooth or flowing traffic around the vehicle without changing the set vehicle speed range or the set vehicle spacing range.

[0014] In the vehicle assistance device according to a further aspect of the present invention, the electronic control unit can be configured to perform control for increasing / decreasing the vehicle speed or control for increasing / decreasing the vehicle-to-vehicle distance, while selectively performing power control in a first state and power control in a second state. The first state can correspond to a state in which a power generation loss in a power device of the vehicle itself or a power transmission loss from the power device to the driven wheels of the vehicle itself is reduced. The second state can correspond to a state in whichin which the power device is mechanically or electrically connected to the driven wheels and the power is applied to the driven wheels. Furthermore, the electronic control unit can be configured to adjust the set vehicle speed range or the set vehicle spacing range such that the set vehicle speed range, the set vehicle spacing range, or the set time interval range that is set when the vehicle is driving autonomously in the first driving mode by means of the control to increase / decrease vehicle speed or the control to increase / decrease vehicle spacing is wider than the set vehicle speed range, the set vehicle spacing range, or the set time interval range that is set.when the vehicle is driving autonomously by means of the control to increase / decrease vehicle speed or the control to increase / decrease vehicle spacing in the second driving mode, in a situation in which (i) the electronic control unit (90) is performing the control to increase / decrease vehicle speed or the control to increase / decrease vehicle spacing while selectively performing the power control in the first state and the power control in the second state, and (ii) the control range change condition is not met.

[0015] When the vehicle is moved by the autonomous driving control, i.e., the vehicle is moved autonomously by the control to increase / decrease the vehicle speed or the control to increase / decrease the vehicle gap in the first driving mode, while selectively performing power control in the first state and power control in the second state, the wide vehicle speed range or the wide set vehicle gap range can generally reduce the effect of reducing the amount of energy consumed.However, if the vehicle is moved autonomously by the control to increase / decrease vehicle speed or the control to increase / decrease vehicle spacing in the second driving mode, the wide set vehicle speed range or the wide set vehicle spacing range does not significantly reduce the effect of reducing the amount of energy consumed, but may increase the likelihood of disrupting the flow of traffic around the vehicle.

[0016] In the case of the vehicle driving assistance device, the set vehicle speed range or set vehicle gap range that is set when the driving mode is the first driving mode is wider than the set vehicle speed range or set vehicle gap range that is set when the driving mode is the second driving mode, in a situation where (i) the own vehicle is moved autonomously by the control to increase / decrease vehicle speed or the control to increase / decrease vehicle gap while selectively performing power control in the first state and power control in the second state, and (ii) the control range change condition is not met.Therefore, the smooth flow of vehicles around one's own vehicle can be maintained, and a certain degree of effectiveness in reducing the amount of energy consumed can be achieved.

[0017] A vehicle assistance method according to the present invention is a method for executing at least one control for increasing / decreasing the vehicle speed and one control for increasing / decreasing the vehicle distance. The control for increasing / decreasing the vehicle speed corresponds to the control of autonomous driving of a self-driving vehicle, whereby the vehicle speed of the self-driving vehicle is alternately increased and decreased within a set vehicle speed range.The control for increasing / decreasing the vehicle-to-vehicle distance corresponds to the control of the autonomous driving of the own vehicle, while a vehicle-to-vehicle distance between the own vehicle and another vehicle around the own vehicle is alternately increased and decreased within a set vehicle-to-vehicle distance range, or while a time period that the own vehicle needs to overcome the vehicle-to-vehicle distance is alternately increased and decreased within a set time period range.Furthermore, the vehicle assistance procedure includes a step in which, during the execution of the control to increase / decrease the vehicle speed, the set vehicle speed range is adjusted such that the set vehicle speed range, which is set when a control range change condition is met, is narrower than the set vehicle speed range, which is set when the control range change condition is not met. The control range change condition corresponds to a condition that a following vehicle detection device, which detects a following vehicle, is malfunctioning.Furthermore, the vehicle assistance procedure includes a step in which, during the execution of the control to increase / decrease the vehicle spacing, the set vehicle spacing range or the set time interval range is adjusted such that the set vehicle spacing range or the set time interval range that is set when the control range change condition is met is narrower than the set vehicle spacing range or the set time interval range that is set when the control range change condition is not met.

[0018] For the reasons described above, the vehicle driving assistance method according to the invention allows the vehicle to be moved autonomously by the autonomous driving control (i.e., the control to increase / decrease the vehicle speed or the control to increase / decrease the vehicle distance) without disturbing the flow of traffic around the vehicle if the following vehicle cannot be detected.

[0019] A computer-readable storage medium according to the present invention stores a vehicle driving assistance program configured to perform at least one of the following actions: a control for increasing / decreasing the vehicle speed and a control for increasing / decreasing the vehicle distance. The control for increasing / decreasing the vehicle speed corresponds to the control of autonomous driving of the vehicle itself, whereby the vehicle speed of the vehicle is alternately increased and decreased within a set vehicle speed range.The control for increasing / decreasing the vehicle-to-vehicle distance corresponds to the control of the autonomous driving of the own vehicle, while a vehicle-to-vehicle distance between the own vehicle and another vehicle around the own vehicle is alternately increased and decreased within a set vehicle-to-vehicle distance range, or while a time period that the own vehicle needs to overcome the vehicle-to-vehicle distance is alternately increased and decreased within a set time period range.The vehicle assistance program is configured to adjust the set vehicle speed range during the execution of the control to increase / decrease vehicle speed. This adjustment ensures that the set vehicle speed range when a control range change condition is met is narrower than the set vehicle speed range when the control range change condition is not met. The control range change condition corresponds to a condition that a following vehicle detection device malfunctions.Furthermore, the vehicle assistance program is configured to adjust the set vehicle distance range or time interval range during the execution of the control to increase / decrease the vehicle distance so that the set vehicle distance range or time interval range that is set when the control range change condition is met is narrower than the set vehicle distance range or time interval range that is set when the control range change condition is not met.

[0020] For the reasons described above, the vehicle assistance program according to the present invention allows the vehicle to be moved autonomously by means of autonomous driving control (i.e., control to increase / decrease vehicle speed or control to increase / decrease the vehicle distance) without disturbing the flow of traffic around the vehicle if the following vehicle cannot be detected.

[0021] Elements of the invention are not limited to elements of embodiments and modified examples of the invention described with reference to the drawings. The further objectives, features, and associated advantages of the invention are readily apparent from the exemplary embodiments and modified embodiments of the invention. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a view showing a vehicle driving assistance device according to an embodiment of the present invention. Fig. 2A is a view showing a scene where a vehicle is driving ahead of your own vehicle. Fig. 2B is a view showing a scene where the vehicle ahead is not in front of your own vehicle. Fig. 3A is a view showing a scene where the vehicle ahead is not in front of your own vehicle and a following vehicle is behind your own vehicle. Fig. 3B is a view showing a scene where the vehicle ahead is in front of your own vehicle and the following vehicle is behind your own vehicle. Fig. Figure 4 is a view showing a flowchart of a routine performed by the vehicle driving assistance device according to the embodiment of the present invention. Fig. Figure 5 is a view showing a flowchart of a routine performed by the vehicle driving assistance device according to the embodiment of the present invention. Fig. Figure 6 is a view showing a flowchart of a routine performed by the vehicle driving assistance device according to the embodiment of the present invention. Fig. Figure 7 is a view showing a flowchart of a routine performed by the vehicle driving assistance device according to the embodiment of the present invention. Fig. Figure 8 is a view showing a time graph illustrating changes in road gradient and vehicle speed when an execution of economy autonomous driving control is terminated and normal vehicle speed control is executed. Fig. Figure 9 is a view showing a time graph illustrating changes in road inclination and vehicle speed when normal vehicle speed control is executed after the Economy Autonomous Driving Control has finished and idle control is performed. Fig. Figure 10 is a view showing a flowchart of a routine performed by the vehicle driving assistance device according to the embodiment of the present invention. Fig. Figure 11 is a view showing a flowchart of a routine performed by the vehicle driving assistance device according to the embodiment of the present invention. Fig. Figure 12 is a view showing a flowchart of a routine performed by the vehicle driving assistance device according to the embodiment of the present invention. Fig. Figure 13 is a view showing a flowchart of a routine performed by the vehicle driving assistance device according to the embodiment of the present invention. DESCRIPTION OF EXECUTION FORMS

[0022] A vehicle driving assistance device, a vehicle driving assistance method, and a computer-readable storage medium that stores a vehicle driving assistance program are described below according to an embodiment of the present invention with reference to the drawings. The vehicle driving assistance device 10 according to an embodiment of the present invention is in Fig. Figure 1 shows the vehicle driving support device or driver assistance device 10, which is installed in a vehicle 100. The vehicle driving support device or driver assistance device 10 is described below using an example where the operator of the vehicle 100 is the driver of the vehicle 100, i.e., a person who is inside the vehicle 100 and is directly driving it.

[0023] In this context, the operator of the vehicle 100 can be a remote operator of the vehicle 100, i.e., a person who is not inside the vehicle 100 and controls it remotely. If the operator of the vehicle 100 is the remote operator, the vehicle driving assistance devices 10 are installed in the vehicle 100, and a remote control device is provided outside the vehicle 100 to control it remotely. In this case, the functions of the vehicle driving assistance device 10 described below are shared by the vehicle driving assistance device 10 installed in the vehicle 100 and the vehicle driving assistance device 10 installed on the remote control device.

[0024] As in Fig. As shown in Figure 1, the vehicle driving assistance device 10 includes an ECU (i.e., an electronic control unit) 90 as a control unit. The ECU 90 includes a microcomputer as its main component. The microcomputer includes a CPU, a storage medium with ROM, RAM, and non-volatile memory, and an interface. The CPU is configured or programmed to perform various functions by executing instructions, programs, or routines stored in the storage medium. In particular, in the present embodiment, the vehicle driving assistance device 10 stores programs in the storage medium for implementing various controls that are executed by the vehicle driving assistance device 10.

[0025] It should be noted that the vehicle driving assistance device 10 may be configured to update the programs stored in the storage medium by means of wireless communication (e.g. Internet communication) with external devices.

[0026] As in Fig. As shown in Figure 1, a power unit 20 and a brake unit 30 are installed in the vehicle 100. The power unit 20 is a device that generates power which is supplied to the vehicle 100 (in particular to the driven wheels of the vehicle 100). In the present embodiment, the power unit 20 comprises an internal combustion engine 21 and at least one electric motor 22. Furthermore, the brake unit 30 is a device that applies a braking force to the vehicle 100 (in particular to the wheels of the vehicle 100). In the present embodiment, the brake unit 30 comprises a hydraulic brake unit 31. The internal combustion engine 21, the electric motor 22, and the hydraulic brake unit 31 are electrically connected to the ECU 90. The vehicle driving assistance device 10 controls the activation of the internal combustion engine 21, the electric motor 22, and the hydraulic brake unit 31.

[0027] Furthermore, a power charging device 41, such as a battery, and a battery charge sensor 42 are installed in the vehicle 100. The electric motor 22 is activated by the current stored in the power charging device 41. The electric motor 22 also generates current using the power supplied by the combustion engine 21 and stores this current in the power charging device 41. The battery charge sensor 42 is a sensor that detects the amount of current stored in the power charging device 41. The battery charge sensor 42 is electrically connected to the ECU 90. The vehicle's driving assistance device 10 detects the amount of current stored in the power charging device 41 via the battery charge sensor 42.

[0028] Furthermore, an environmental information acquisition device 50 is installed in the vehicle 100. The environmental information acquisition device 50 is a device that acquires information about the situation around the vehicle 100 as environmental information IS. In the present embodiment, the environmental information acquisition device 50 comprises a forward information acquisition device 51 and a backward information acquisition device 52.

[0029] The forward information acquisition device 51 comprises at least one forward electromagnetic wave sensor 511, such as a radar sensor, and at least one forward image sensor 512, such as a camera sensor. The forward electromagnetic wave sensor 511 and the forward image sensor 512 are electrically connected to the ECU 90. The vehicle driving assistance device 10 acquires forward object information IF_O (i.e., data about objects in front of the vehicle 100) through the front electromagnetic wave sensor 511 as forward acquisition information IF. Furthermore, the vehicle driving assistance device 10 acquires forward image information IF_C (i.e., data about an image of a view in front of the vehicle 100) through the front image sensor 512 as forward acquisition information IF.

[0030] The vehicle assistance device 10 detects a vehicle 200 ahead and a distance DF to the vehicle ahead based on the forward object information IF_O and / or the forward image information IF_C. As in Fig. As shown in Figure 2A, the vehicle 200 ahead is a vehicle moving in its own lane LN1 in front of the vehicle 100 at a predetermined distance from it. Furthermore, the distance DF ahead corresponds to the vehicle inter-vehicle distance (i.e., the distance between the vehicle 100 and the vehicle 200 ahead).

[0031] Furthermore, the rear information acquisition device 52 comprises at least one rear electromagnetic wave sensor 521, for example a radar sensor, and at least one rear image sensor 522, for example a camera sensor. The rear electromagnetic wave sensor 521 and the rear image sensor 522 are electrically connected to the ECU 90. The vehicle driving assistance device 10 acquires rear object information IR_O (i.e., data about objects behind the vehicle 100) through the rear electromagnetic wave sensor 521 as rear detection information IR. Furthermore, the vehicle driving assistance device 10 acquires rear image information IR_C (i.e., data about an image of a view behind the vehicle 100) through the rear image sensor 522 as rear detection information IR.

[0032] The vehicle driving assistance device 10 detects a following vehicle 300 and a following vehicle distance DR based on the reverse object information IR_O and / or the reverse image information IR_C. As in Fig. 3A and Fig. As shown in Figure 3B, the following vehicle 300 is a vehicle that moves on its own lane LN1 behind the following vehicle 100 at a predetermined distance from it. Furthermore, the following vehicle distance DR corresponds to an inter-vehicle distance, i.e., a distance between the following vehicle 100 and the following vehicle 300. <Zusammenfassung der Funktionsweise der Fahrzeugfahrunterstützungsvorrichtung>

[0033] Next, a summary of the functionality of the vehicle driving assistance device 10 is described.

[0034] The vehicle assistance device 10 is configured to perform autonomous driving control for autonomous driving of the vehicle 100 in a first driving mode (for example, economy vehicle speed control or economy vehicle distance control, which will be described in detail later). The autonomous driving control in the first driving mode corresponds to a control system in which power control is selectively performed in a first state (e.g., idle control, which will be described in detail later) and power control in a second state (e.g., control for optimal driving performance, which will be described in detail later), while a control value of the vehicle 100 (e.g., its own vehicle speed V, a distance DF to the vehicle ahead, or a time to reach the vehicle ahead TF, which will be described in detail later) is maintained within a set control range (e.g.,A set vehicle speed range R_V, or a set preceding vehicle distance range R_DF, or a set preceding vehicle time interval range R_TF (which will be described in detail later) alternately increases and decreases. The first state corresponds to a state in which a power generation loss of the power device 20 or a power transmission loss from the power device 20 to the driven wheels is reduced. The second state corresponds to a state in which the power device 20 is mechanically or electrically connected to the driven wheels in order to transmit the power to the driven wheels.

[0035] In the present embodiment, supplying power to the driven wheels by mechanically connecting the power device 20 to the driven wheels corresponds to supplying the power delivered by the internal combustion engine 21 to the driven wheels of the vehicle 100. The vehicle 100 is moved by supplying the power of the internal combustion engine 21 to the driven wheels. Furthermore, in the present embodiment, supplying power to the driven wheels by electrically connecting the power device 20 corresponds to supplying the power delivered by the electric motor 22 to the driven wheels of the vehicle 100. The vehicle 100 is moved by supplying the power of the electric motor 22 to the driven wheels.

[0036] Furthermore, the vehicle assistance device 10 is configured to perform autonomous driving control in a second driving mode (for example, normal vehicle speed control or normal vehicle distance control, which will be described in detail later). Autonomous driving control in the second driving mode corresponds to a control to maintain the control value of the own vehicle 100 (e.g., its own vehicle speed V, the distance DF to the vehicle ahead, or the time it takes to reach the vehicle ahead TF, which will be described in detail later) at a set control value (e.g., a set vehicle speed V_S, a set distance DF_S to the vehicle ahead, or a set time it takes to reach the vehicle ahead TF_S, which will be described in detail later).

[0037] Furthermore, the vehicle driving assistance device 10 is configured to select a first driving mode and a second driving mode for driving the vehicle 100 and to execute autonomous driving control in the first driving mode and autonomous driving control in the second driving mode. The first driving mode corresponds to a mode capable of using energy other than that generated by the power charging device to move the vehicle 100. For example, the first driving mode corresponds to a hybrid driving mode, which will be described in detail later. The second driving mode corresponds to a mode in which only the energy generated by the power charging device is used to move the vehicle 100. For example, the second driving mode corresponds to an engine-driven driving mode, which will be described in more detail later.

[0038] In other words, the driving assistance device 10 is configured to selectively perform a control to increase / decrease the vehicle speed and a control to increase / decrease the vehicle-to-vehicle distance. The control to increase / decrease the vehicle speed corresponds to a control for autonomous driving of the vehicle 100, while the vehicle speed of the vehicle 100 is alternately increased and decreased within the set vehicle speed range. The control to increase / decrease the vehicle speed corresponds, for example, to the economy vehicle speed control described in detail later.The control for increasing / decreasing the vehicle spacing corresponds to a control for autonomous driving of the vehicle 100, during which the vehicle spacing is alternately increased and decreased within a set vehicle spacing range. The vehicle spacing corresponds to the distance between the vehicle 100 and another vehicle around the vehicle 100 (e.g., a vehicle 200 ahead). Alternatively, the control for increasing / decreasing the vehicle spacing corresponds to a control for autonomous driving of the vehicle 100, whereby the time required for the vehicle 100 to cover the vehicle spacing is alternately increased and decreased within a set time period.The control for increasing / decreasing the vehicle spacing corresponds, for example, to the Economy vehicle spacing control described in detail later.

[0039] Furthermore, the vehicle driving assistance device 10 is configured to selectively perform a control for maintaining vehicle speed and a control for maintaining the vehicle-to-vehicle distance. The control for maintaining vehicle speed corresponds to a control for autonomous driving of the own vehicle 100, during which the vehicle speed of the own vehicle 100 is maintained at the set vehicle speed. The control for maintaining vehicle speed corresponds, for example, to the normal vehicle speed control, which will be described in detail later. The control for maintaining the vehicle-to-vehicle distance corresponds to a control for autonomous driving of the own vehicle 100, during which the distance between the own vehicle 100 and the other vehicle around the own vehicle 100 (e.g.,The vehicle ahead (200) is kept at a set vehicle-to-vehicle distance. Alternatively, the control for maintaining the vehicle-to-vehicle distance corresponds to a control for maintaining the time the vehicle (100) needs to maintain the distance between the vehicles within a specific time period. For example, the control for maintaining the vehicle-to-vehicle distance corresponds to the normal vehicle-to-vehicle distance control, which will be described in detail later.

[0040] Furthermore, the vehicle driving assistance device 10 is configured to perform the control for increasing / decreasing the vehicle speed and the control for increasing / decreasing the vehicle gap (e.g., the economy vehicle speed control and the economy vehicle gap control, which will be described in detail later) in one of the first driving modes and the second driving mode. The first driving mode corresponds to a mode for driving the vehicle 100 by activating both the internal combustion engine 21 and the electric motor 22, or by activating only the internal combustion engine 21 to transfer power to the vehicle 100. The first driving mode corresponds, for example, to the hybrid driving mode described in detail later.The second driving mode corresponds to a mode for driving the vehicle 100, in which only the electric motor 22 is activated to transfer power to the vehicle 100. The second driving mode corresponds, for example, to the engine driving mode described in detail later.

[0041] Furthermore, the vehicle driving assistance device 10 is configured to perform the control for increasing / decreasing the vehicle speed and the control for increasing / decreasing the vehicle gap (e.g., the economy vehicle speed control and the economy vehicle gap control, which will be described in detail later) by selectively executing the power control in the first state and the power control in the second state. The first state corresponds to a state in which the power generation loss in the power device 20 of the vehicle 100 or the power transmission loss from the power device 20 to the driven wheels of the vehicle 100 is reduced. The power control in the first state corresponds, for example, to the idle control described in detail later.The second state corresponds to a state in which the power device 20 is mechanically or electrically connected to the driven wheels and the power is transmitted to the driven wheels. The power control in the second state corresponds, for example, to the control for optimal driving performance described in detail later.

[0042] It should be noted that in the present embodiment, the vehicle driving assistance device 10 implements the first state in which the power generation loss in the power device 20 is reduced by stopping the activation of the internal combustion engine 21 to reduce the amount of energy consumed by the internal combustion engine, or by stopping the supply of current from the power charging device 41 to the electric motor 22 to reduce the amount of energy consumed by the electric motor. The amount of energy consumed by the internal combustion engine corresponds to the amount of energy that the internal combustion engine 21 consumes for power generation. The amount of energy consumed by the electric motor corresponds to the amount of energy consumed by the electric motor 22 to generate power.

[0043] In the present embodiment, the vehicle driving assistance device 10 further realizes the first state in which the power transmission loss from the power device 20 to the driven wheels of the own vehicle 100 is reduced by disconnecting a power transmission system from the power device 20 to the driven wheels of the own vehicle 100 (in particular by putting a so-called clutch into a disconnected state).

[0044] Furthermore, in the present embodiment, the vehicle driving assistance device 10 realizes the second state in which the power device 20 is mechanically connected to the drive wheels or driven wheels of the vehicle 100 to supply power to the driven wheels. This is achieved by establishing the power transmission system from the power device 20 to the driven wheels of the vehicle 100, and by supplying power from the internal combustion engine 21 to the driven wheels of the vehicle 100 via the power transmission system. In particular, the vehicle driving assistance device 10 is configured to realize the second state in which the power device 20 is mechanically connected to the driven wheels of the vehicle 100 to supply power to the driven wheels by performing the control for optimal driving performance, which will be described in detail later.

[0045] Furthermore, in the present embodiment, the vehicle driving assistance device 10 is configured to realize the second state in which the power device 20 is electrically connected to the driven wheels of the vehicle 100 in order to apply power to the driven wheels by setting up the power transmission system from the power device 20 to the driven wheels of the vehicle 100 and applying power from the electric motor 22 to the driven wheels of the vehicle 100 via the power transmission system.

[0046] Next, the controls performed by the vehicle driving assistance device 10 are described in detail, wherein the other vehicle near the own vehicle 100 is the vehicle 200 driving ahead.

[0047] The vehicle driving assistance device 10 implements the autonomous driving control as either automatic driving control or autonomous driving control. The autonomous driving control corresponds to a control for driving the vehicle 100 by autonomously controlling activations of the drive device 20 and the brake device 30 to accelerate or decelerate the vehicle 100. In the present embodiment, the autonomous driving control includes a vehicle distance control and a vehicle speed control.

[0048] The vehicle spacing control is executed to autonomously accelerate or decelerate the own vehicle 100 with respect to the set ahead vehicle distance DF_S when the ahead vehicle 200 is in front of the own vehicle 100, as in Fig. Shown in 2A. The set advance vehicle distance DF_S corresponds to the advance vehicle distance DF, which is set by the driver as a control target used in the vehicle spacing control between vehicles.

[0049] Alternatively, the vehicle-to-vehicle distance control can be configured so that the vehicle 100 autonomously accelerates or decelerates relative to the set approach vehicle time TF_S when the vehicle 200 ahead is in front of the vehicle 100. The set approach vehicle time TF_S corresponds to the approach vehicle time TF, which the driver sets as the control target for the vehicle-to-vehicle distance control. The approach vehicle time TF is a value calculated by dividing the approach vehicle distance DF by the vehicle speed V of the vehicle 100 (T = DF / V). Therefore, the approach vehicle time TF is the time the vehicle 100 needs to cover the approach vehicle distance DF.

[0050] The vehicle spacing control includes, in particular, the normal vehicle spacing control and the economy vehicle spacing control.

[0051] Standard vehicle distance control is one of the standard autonomous driving control systems. Specifically, standard vehicle distance control corresponds to a control system for autonomous driving of the vehicle itself (100), while the distance to the vehicle ahead (DF) is maintained at the set distance (DF_S). Alternatively, standard vehicle distance control can correspond to a control system for autonomous driving of the vehicle itself (100), while the time it takes to reach the vehicle ahead (TF) is maintained at the set time it takes to reach the vehicle ahead (TF_S). Therefore, standard vehicle distance control is a type of adaptive cruise control.

[0052] It should be noted that the vehicle driving assistance device 10 may be configured to perform the normal vehicle speed control (or a constant speed control) described in detail later when the vehicle's own speed V increases and reaches the set vehicle speed V_S, while the vehicle driving assistance device 10 performs the normal vehicle inter-distance control.

[0053] The Economy vehicle-to-vehicle distance control is one of the Economy autonomous driving control systems. The Economy vehicle-to-vehicle distance control is equivalent to a control system for autonomous driving of the vehicle 100 while alternately increasing and decreasing the distance DF ahead within a predetermined range or the set distance range R_DF. This is achieved by starting the idle control when the distance DF ahead decreases and reaches a lower limit DF_L (i.e., a lower limit of the set distance range R_DF), and starting the control system for optimal driving performance when the distance DF ahead increases and reaches an upper limit DF_U (i.e., an upper limit of the set distance range R_DF). The idle control is equivalent to a control system that allows the vehicle 100 to idle.The control for optimal driving performance corresponds to a control for driving the vehicle 100 at full power. In other words, the economy vehicle spacing control corresponds to a control in which the vehicle 100 alternates between driving at full power and coasting, so that the distance DF to the vehicle ahead can change within the specified range or the set distance range R_DF.

[0054] Alternatively, the economy vehicle spacing control corresponds to a control for autonomous driving of the own vehicle 100, while the ahead vehicle arrival time TF is alternately increased and decreased within a predetermined range or the set ahead vehicle arrival time range R_TF by starting the execution of the idle control, which allows the own vehicle 100 to idle when the ahead vehicle arrival time TF decreases and reaches a lower limit ahead vehicle time TF_L (i.e., a lower limit of the set ahead vehicle time range R_TF), and starting the execution of the control for optimal driving performance to drive the own vehicle 100 with power when the ahead vehicle arrival time TF increases and reaches an upper limit ahead vehicle time TF_U (i.e., an upper limit of the set ahead vehicle time range R_TF).In other words, the economy vehicle spacing control corresponds to a control in which the own vehicle's power driving 100 and idling 100 are alternately carried out, so that the advance vehicle reach time TF can change within the predetermined range or the advance vehicle time span range R_TF.

[0055] It should be noted that in the present embodiment, the set leading vehicle distance range R_DF corresponds to a range encompassing the set leading vehicle distance DF_S. Specifically, the set leading vehicle distance range R_DF corresponds to a range comprising the upper leading vehicle distance limit DF_U and the lower leading vehicle distance limit DF_L. The upper leading vehicle distance limit DF_U corresponds to the vehicle inter-distance that is greater than the leading vehicle distance DF_S by a predetermined value or a leading vehicle inter-distance size or width dD (DF_U = DF_S + dD). The lower leading vehicle distance limit DF_L corresponds to the vehicle inter-distance that is less than the set leading vehicle distance DF_S by a predetermined value or the leading vehicle inter-distance size dD (DF_L = DF_S - dD).

[0056] Furthermore, in the present embodiment, the set advance vehicle time span R_TF corresponds to a range that includes the set advance vehicle time span range TF_S. In particular, the set advance vehicle time span range R_TF corresponds to a range that includes the upper limit advance vehicle time span TF_U and the lower limit advance vehicle time span TF_L. The upper limit advance vehicle time span TF_U corresponds to a time span that is greater than the set advance vehicle arrival time span TF_S by a predetermined value or a control intermediate vehicle time span size or width dT (TF_U = TF_S + dT). The lower limit advance vehicle time span TF_L corresponds to a time span that is less than the set advance vehicle arrival time span TF_S by a predetermined value or the control intermediate vehicle time span size dT (TF_L = TF_S - dT).

[0057] Furthermore, the control for optimal driving performance corresponds to a control for activating the power device 20 in order to deliver power from the power device 20 with maximum energy efficiency or an energy efficiency close to maximum energy efficiency. In particular, the control for optimal driving performance corresponds to a control for activating the internal combustion engine 21 at an optimal activation point or an activation point close to the optimal activation point. Moreover, the idle control corresponds to a control for activating the drive device 20 in order to bring the vehicle 100 to idle.

[0058] On the other hand, vehicle speed control is executed to autonomously control the vehicle's own speed V (i.e., the speed of the vehicle 100) relative to the set vehicle speed V_S when the vehicle 200 ahead does not exist in front of the vehicle 100, as in Fig. 2B shown. The set vehicle speed V_S corresponds to the vehicle's own speed V (i.e., the vehicle speed of the vehicle itself 100), which is set by the driver as a control target used in vehicle speed control.

[0059] As in Fig. As shown in Figure 1, a vehicle speed detection device 61 is installed on the vehicle 100. The vehicle speed detection device 61 may include sensors for the vehicle's wheel speed. The vehicle speed detection device 61 is electrically connected to the ECU 90. The vehicle driving assistance device 10 detects the vehicle speed V of the vehicle through the vehicle speed detection device 61.

[0060] In particular, vehicle speed control includes normal vehicle speed control and economy vehicle speed control.

[0061] Normal vehicle speed control is one of the standard autonomous driving control systems. Specifically, normal vehicle speed control corresponds to a control system for autonomous driving of the vehicle itself (100%), while maintaining the vehicle's speed (V) at the set vehicle speed (V_S). Therefore, normal vehicle speed control is a so-called constant speed control or speed regulation system.

[0062] The economy vehicle speed control corresponds to a control for autonomous driving of the own vehicle 100, while the own vehicle speed V is alternately increased and decreased within a predetermined range or the set vehicle speed range R_V by starting the execution of the idle control when the own vehicle speed V increases and reaches an upper limit vehicle speed V_U (i.e. an upper limit of the set vehicle speed range R_V), and starting the execution of the control for optimal driving performance when the own vehicle speed V decreases and reaches a lower limit vehicle speed V_L (i.e. a lower limit of the set vehicle speed range R_V).In other words, the economy vehicle speed control corresponds to a control for alternating between driving the own vehicle 100 and idling the own vehicle 100, whereby the own vehicle speed V can be changed within the predetermined range or the set vehicle speed range R_V.

[0063] It should be noted that in the present embodiment, the set vehicle speed range R_V corresponds to a range that includes the set vehicle speed V_S. In particular, the set vehicle speed range R_V corresponds to a range that includes the upper limit vehicle speed V_U and the lower limit vehicle speed V_L. The upper limit vehicle speed V_U corresponds to the vehicle speed that is greater than the set vehicle speed V_S by a predetermined value or a control vehicle speed magnitude or range dV (V_U = V_S + dV). The lower limit vehicle speed V_L corresponds to the vehicle speed that is less than the set vehicle speed V_S by the predetermined value or control vehicle speed magnitude dV (V_L = V_S - dV). <Spezifische Operationen der Fahrzeugfahrunterstützungsvorrichtung>

[0064] Next, specific operations of the vehicle driving assistance device 10 are described. The vehicle driving assistance device 10 performs the autonomous driving control by executing a command in Fig. The routine shown in section 4 uses a predetermined calculation cycle.

[0065] At a predetermined time, the vehicle driving assistance device 10 starts a process of one step S400 of which is in Fig. 4 routine shown and proceeds with the process to step S405 to determine if a normal autonomous driving condition C1 is met.

[0066] The normal autonomous driving condition C1 corresponds to a condition that (i) an autonomous driving license condition C2 is met, (ii) an execution of autonomous driving control is requested, and (iii) an execution of economy autonomous driving control (or economy driving control) is not requested. It should be noted that economy autonomous driving control includes economy vehicle speed control and economy vehicle spacing control. Furthermore, economy autonomous driving control corresponds to a control for driving the vehicle itself in a pulse- and gliding mode.

[0067] Furthermore, the autonomous driving license condition C2 corresponds to (i) a condition that systems required for the execution of autonomous driving control are functioning normally, e.g., the environmental information sensing device 50 is functioning normally, or (ii) a condition that the gradient of a road on which the vehicle is traveling at 100 is not relatively steep, and thus the execution of economy autonomous driving control is permitted. It should be noted that the normal autonomous driving condition C1 cannot include a condition that the autonomous driving license condition C2 is met.

[0068] As in Fig. As shown in Figure 1, an autonomous driving request actuation device 71, such as a driving assistance button, and an economy autonomous driving request actuation device 72, such as an economy driving assistance button, are provided on the vehicle 100. The autonomous driving request actuation device 71 and the economy autonomous driving request actuation device 72 are electrically connected to the ECU 90. The driver can request the vehicle's driving assistance device 10 to perform autonomous driving control by actuating the autonomous driving request actuation device 71. Furthermore, the driver can request the vehicle's driving assistance device 10 to perform economy autonomous driving control by actuating the economy autonomous driving request actuation device 72.

[0069] If the vehicle driving assistance device 10 determines “Yes” in step S405, the vehicle driving assistance device 10 proceeds to step S410 to determine if the vehicle ahead 200 exists.

[0070] If the vehicle assistance device 10 detects "Yes" in step S410, it proceeds to step S415 to execute normal vehicle distance control as autonomous driving control. Next, it proceeds to step S420 to set the value of an economy autonomous driving flag X_ECO to "0". Finally, it proceeds to step S495 to complete the execution of this routine.

[0071] If, however, the vehicle driving assistance device 10 detects "No" in step S410, it proceeds to step S425 to execute normal vehicle speed control as autonomous driving control. Next, it proceeds to step S430 to set the value of the Economy autonomous driving flag X_ECO to "0". Finally, it proceeds to step S495 to complete the execution of this routine.

[0072] If the vehicle driving assistance device 10 determines "No" in step 405, the vehicle driving assistance device 10 proceeds to step S435 to determine whether an Economy Autonomous Driving Condition C3 is met.

[0073] The Economy Autonomous Driving Condition C3 corresponds to a condition that (i) the Autonomous Driving Licence Condition C2 is met, (ii) the execution of autonomous driving control is requested, and (iii) the execution of Economy Autonomous Driving control is requested. It should be noted that the Economy Autonomous Driving Condition C3 does not necessarily include the condition that the Autonomous Driving Licence Condition C2 is met.

[0074] If the vehicle driving assistance device 10 determines “Yes” in step S435, the vehicle driving assistance device 10 proceeds to step S440 to determine whether a performance driving condition C4, which will be described in detail later, is met.

[0075] If the vehicle driving assistance device 10 detects "Yes" in step S440, the vehicle driving assistance device 10 proceeds to step S445 to perform a Fig. The routine shown in section 7 is to be executed. This routine will be described in detail later.

[0076] If, on the other hand, the vehicle driving assistance device 10 detects "No" in step S440, the vehicle driving assistance device 10 continues the process to step S450 to determine a Fig. 5 or Fig. 6. To execute the routine shown.

[0077] If the vehicle driving assistance device 10 is configured to perform the function described in Fig. The routine shown in section 5 is executed when the vehicle driving assistance device 10 proceeds with the process to step S450; therefore, the vehicle driving assistance device 10 starts a process from step S500 of the in Fig. The routine shown in step 5 continues the process to step S505 to determine if the vehicle ahead, 200, exists.

[0078] If the vehicle assistance device 10 detects "Yes" in step S505, it proceeds to step S510 to execute the Economy vehicle distance control as an autonomous driving control. Next, it proceeds to step S515 to set the value of the Economy autonomous driving flag X_ECO to "1". Finally, it proceeds to step S595 to complete the execution of this routine.

[0079] If, however, the vehicle driving assistance device 10 detects "No" in step S505, it proceeds to step S520 to execute the economy vehicle speed control as the autonomous driving control. Next, it proceeds to step S525 to set the value of the economy autonomous driving flag X_ECO to "1". Finally, it proceeds to step S595 to complete the execution of this routine.

[0080] Alternatively, the vehicle driving assistance device 10 starts if the vehicle driving assistance device 10 is configured to perform the function described in Fig. The routine shown in step 6 is executed when the vehicle driving assistance device 10 proceeds with the process to step S450, a process from a step S600 of which is in Fig. The routine shown in step 6 continues the process to step S605 to determine if the vehicle ahead, 200, exists.

[0081] If the vehicle driving assistance device 10 determines “Yes” in step S605, the vehicle driving assistance device 10 proceeds to step S607 to determine whether the following vehicle distance DR is greater than a predetermined distance or an approach determination distance DR_N.

[0082] It should be noted that the vehicle driving assistance device 10 can be configured to determine whether a following vehicle approach time TR is greater than a predetermined time interval or an approximation time interval TR_N. The following vehicle approach time TR corresponds to a value obtained by dividing the following vehicle distance DR by the following vehicle speed VR, i.e., the vehicle speed of the following vehicle 300 (TR = DR / VR). Therefore, the following vehicle approach time TR is the time interval that the following vehicle 300 requires to cover the following vehicle distance DR.

[0083] If the vehicle assistance device 10 detects "Yes" in step S607, it proceeds to step S610 to execute the Economy vehicle distance control. Next, it proceeds to step S615 to set the value of the Economy autonomous driving flag X_ECO to "1". Finally, it proceeds to step S695 to complete the execution of this routine.

[0084] If, however, the vehicle assistance device 10 detects "No" in step S607, it proceeds to step S616 to terminate the execution of the economy vehicle distance control and execute the normal vehicle distance control. Next, the vehicle assistance device 10 proceeds to step S617 to set the value of the economy autonomous driving flag X_ECO to "0". Then, the vehicle assistance device 10 proceeds to step S695 to complete the execution of this routine once.

[0085] As described above, the vehicle driving assistance device 10 is configured to perform normal vehicle inter-distance control to maintain the ahead vehicle distance DF at the set ahead vehicle distance DF_S (i.e., the autonomous driving control in the second driving mode to maintain the control value at the set control value). Furthermore, the vehicle driving assistance device 10 is configured to change the autonomous driving control of the own vehicle 100 from the economy vehicle inter-distance control to normal vehicle inter-distance control (i.e.,a mode of autonomous driving of the own vehicle 100 changes from the first driving mode to the second driving mode), if the condition that (i) the following vehicle distance DR is equal to or less than the approach determination distance DR_N, or (ii) the following vehicle reach time span TR is equal to or less than the approach determination time span TR_N is met (i.e., if a driving mode change condition is met), while the vehicle driving assistance device 10 is performing economy vehicle inter-distance control (i.e., autonomous driving control in the first driving mode).The driving mode change condition corresponds to a condition that (i) a detection device for the following vehicle, which detects the following vehicle 300, is functioning normally, (ii) the following vehicle 300 is detected, and (iii) the distance between the following vehicle 300 and the own vehicle 100 is equal to or less than the predetermined distance, or the time period required by the following vehicle 300 to overcome the distance between the following vehicle 300 and the own vehicle 100 is equal to or less than the predetermined time period.

[0086] If the distance DF ahead of the vehicle alternately and excessively increases or decreases in a situation where the vehicle 100 is moving autonomously via the Economy vehicle spacing control and the following vehicle 300 is present, the speed of the following vehicle 300 will alternately and significantly increase or decrease. As a result, it can disrupt the flow of traffic, including the following vehicle 300, around the vehicle 100.

[0087] With the vehicle assistance device 10, when the following vehicle 300 is relatively close to the own vehicle 100, the control for autonomous driving of the own vehicle 100 is changed from economy vehicle distance control to normal vehicle distance control. The distance DF to the vehicle ahead is maintained at a constant distance. Therefore, even when the following vehicle 300 is relatively close to the own vehicle 100, the own vehicle 100 can be driven autonomously to maintain the flow of traffic around the own vehicle 100.

[0088] Furthermore, the vehicle driving assistance device 10 is configured to perform normal vehicle inter-distance control (i.e., control to maintain the vehicle inter-distance), in which the own vehicle 100 moves autonomously while the ahead vehicle distance DF (i.e., the vehicle inter-distance) is maintained at the set ahead vehicle distance DF_S (i.e., the set vehicle inter-distance), or the ahead vehicle reach time TF (i.e., the time required for the own vehicle 100 to overcome the vehicle inter-distance between the own vehicle 100 and the vehicle around the own vehicle 100) is maintained at the set ahead vehicle reach time TF_S (i.e., the set time). Furthermore, the vehicle driving assistance device 10 is configured to perform economy vehicle inter-distance control (i.e.,the control to increase / decrease the vehicle spacing) terminates and executes the normal vehicle spacing control (i.e., the control to maintain the vehicle spacing) when a condition is met that (i) the following vehicle spacing DR is equal to or less than the approach determination distance DR_N, or (ii) the following vehicle arrival time TR is equal to or less than the approach determination time TR_N (i.e., the driving mode change condition is met), while the vehicle driving assistance device 10 executes the economy vehicle spacing control (i.e., the control to increase / decrease the vehicle spacing).The driving mode change condition corresponds to a condition that (i) the detection device for the following vehicle, which detects the following vehicle 300, is functioning normally, (ii) the following vehicle 300 is detected, and (iii) the distance between the following vehicle 300 and the own vehicle 100 is equal to or less than the predetermined distance, or the time required by the own vehicle 100 to overcome the distance between the following vehicle 300 and the own vehicle 100 is equal to or less than the predetermined time.

[0089] If the distance DF to the vehicle ahead alternately and excessively increases and decreases in a situation where the vehicle 100 is being moved autonomously by the Economy vehicle spacing control and the following vehicle 300 is present, the speed of the following vehicle 300 will alternately and significantly increase and decrease. As a result, it can disrupt the flow of traffic, including the following vehicle 300, around the vehicle 100.

[0090] With the vehicle driving assistance device 10, when the following vehicle 300 is relatively close to the own vehicle 100, the execution of the economy vehicle distance control is stopped, and the normal vehicle distance control is executed. This keeps the distance DF to the vehicle ahead at a constant distance. Therefore, even when the following vehicle 300 is relatively close to the own vehicle 100, the own vehicle 100 can be moved autonomously to maintain the flow of traffic around the own vehicle 100.

[0091] If, on the other hand, the vehicle driving assistance device 10 determines "No" in step S605, the vehicle driving assistance device 10 continues with the process to a step S618 to determine whether the following vehicle distance DR is greater than the approach determination distance DR_N.

[0092] It should be noted that the vehicle driving assistance device 10 can be configured to determine whether the follow vehicle reach time interval TR is greater than the approach determination time interval TR_N.

[0093] If the vehicle assistance device 10 determines "Yes" in step S618, it proceeds to step S620 to execute the economy vehicle speed control as the autonomous driving control. Next, it proceeds to step S625 to set the value of the economy autonomous driving flag X_ECO to "1". Finally, it proceeds to step S695 to complete the execution of this routine.

[0094] If, however, the vehicle driving assistance device 10 detects "No" in step S618, it proceeds to step S626 to terminate the execution of the economy vehicle speed control and execute the normal vehicle speed control. Next, the vehicle driving assistance device 10 proceeds to step S627 to set the value of the economy autonomous driving flag X_ECO to "0". Then, the vehicle driving assistance device 10 proceeds to step S695 to complete the execution of this routine once.

[0095] As described above, the vehicle driving assistance device 10 is configured to perform normal vehicle speed control to maintain the vehicle's own speed V at the set vehicle speed V_S (i.e., autonomous driving control in the second driving mode to maintain the control value at the set control value). Furthermore, the vehicle driving assistance device 10 is configured to change the control for autonomous driving of the vehicle 100 from economy vehicle speed control to normal vehicle speed control (i.e.,, to change the autonomous driving mode of the own vehicle 100 from the first driving mode to the second driving mode), if the condition that (i) the following vehicle distance DR is equal to or less than the approach determination distance DR_N, or (ii) the following vehicle reach time span TR is equal to or less than the approach determination time span TR_N is met (i.e., if the driving mode change condition is met), while the vehicle driving assistance device 10 is performing economy vehicle speed control (i.e., autonomous driving control in the first driving mode).The driving mode change condition corresponds to the condition that (i) the detection device for the following vehicle, which detects the following vehicle 300, is functioning normally, (ii) the following vehicle 300 is detected, and (iii) the distance between the following vehicle 300 and the own vehicle 100 is equal to or less than the predetermined distance, or the time period required by the following vehicle 300 to overcome the distance between the following vehicle 300 and the own vehicle 100 is equal to or less than the predetermined time period.

[0096] If the vehicle's own speed V, in a situation where the vehicle 100 is moving autonomously via the Economy vehicle speed control and a following vehicle 300 is present, alternately and excessively increases and decreases, the speed of the following vehicle 300 will also alternately and significantly increase and decrease. As a result, it may disrupt the flow of traffic, including the following vehicle 300, around the vehicle 100.

[0097] With the vehicle assistance device 10, when the following vehicle 300 is relatively close to the own vehicle 100, the control for autonomous driving of the own vehicle 100 is changed from economy vehicle speed control to normal vehicle speed control. This keeps the own vehicle speed V at a constant speed. Therefore, the own vehicle 100 can also be moved autonomously when the following vehicle 300 is relatively close to the own vehicle 100, in order to maintain the flow of traffic around the own vehicle 100.

[0098] Furthermore, the vehicle driving assistance device 10 is configured to perform normal vehicle speed control (i.e., control to maintain vehicle speed) while maintaining its own vehicle speed V at the set vehicle speed V_S. Furthermore, the vehicle driving assistance device 10 is configured to cease executing economy vehicle speed control (i.e., control to increase / decrease vehicle speed) and perform normal vehicle speed control (i.e., control to maintain vehicle speed) when the condition is met that (i) the following vehicle distance DR is equal to or less than the approach determination distance DR_N, or (ii) the following vehicle arrival time TR is equal to or less than the approach determination time TR_N.the driving mode change condition is met), while the vehicle driving assistance device 10 performs economy vehicle speed control (i.e., control to increase / decrease vehicle speed). The driving mode change condition is the condition that (i) the following vehicle detection device, which detects the following vehicle 300, is functioning normally, (ii) the following vehicle 300 is detected, and (iii) the distance between the following vehicle 300 and the own vehicle 100 is equal to or less than the predetermined distance, or the time required by the own vehicle 100 to close the gap between the following vehicle 300 and the own vehicle 100 is equal to or less than the predetermined time.

[0099] If the vehicle's own speed V alternately and excessively increases or decreases in a situation where the vehicle 100 is being moved autonomously by the Economy vehicle speed control and the following vehicle 300 is present, the speed of the following vehicle 300 will also alternately and significantly increase and decrease. As a result, it may disrupt the flow of traffic, including the following vehicle 300, around the vehicle 100.

[0100] With the vehicle driving assistance device 10, when the following vehicle 300 is relatively close to the own vehicle 100, the execution of the economy vehicle speed control is stopped and the normal vehicle speed control is executed. This keeps the own vehicle speed V at a constant speed. Therefore, the own vehicle 100 can move autonomously, even when the following vehicle 300 is relatively close to the own vehicle 100, in order to maintain the flow of traffic around the own vehicle 100.

[0101] If the driving assistance device 10 in step S435 of the in Fig. If the routine shown in step 4 detects "No", the vehicle driving assistance device 10 proceeds to step S455 to execute normal vehicle speed control. Then, the vehicle driving assistance device 10 proceeds to step S495 to complete the execution of this routine once.

[0102] Next, the in Fig. The routine shown in section 7 is described.

[0103] The steps in S440 of the in Fig. The performance driving condition C4 shown in the routine corresponds to a condition that (i) the value of the Economy autonomous driving flag X_ECO is "1" and (ii) the control for optimal driving performance is executed. That is, the performance driving condition C4 corresponds to a condition that no braking of the vehicle itself is required while the Economy autonomous driving control is executed.

[0104] If the vehicle driving assistance device 10 in step S440 of the in Fig. If the routine shown in step 4 is set to "Yes" and the process continues to step S445, the vehicle driving assistance device 10 starts a process from step S700 of the Fig. The routine shown in step 7 continues the process to step S705 to determine if a value of a hybrid driving mode flag X_HV is "1".

[0105] The value of the hybrid driving mode flag X_HV is "1" while the vehicle 100 is operating in hybrid driving mode. Conversely, the value of the hybrid driving mode flag X_HV is "0" while the vehicle 100 is not operating in hybrid driving mode. Hybrid driving mode corresponds to a mode in which the vehicle 100 is propelled by activating both the combustion engine 21 and the electric motor 22, or only the combustion engine 21, depending on a required power output P_REQ. It should be noted that the required power output P_REQ corresponds to the power that must be delivered by the power unit 20.

[0106] If the vehicle driving assistance device 10 detects "Yes" in step S705, it proceeds to step S710 to set a low-efficiency index threshold IX_T to a first low-efficiency index threshold IX1 and an idle acceleration rate threshold G_T to a first idle acceleration rate threshold G1. The vehicle driving assistance device 10 then proceeds to step S725. The low-efficiency index threshold IX_T corresponds to a threshold used for a determination in step S725. The idle acceleration rate threshold G_T corresponds to a threshold used for a determination in step S735, which will be described in detail later.

[0107] If, on the other hand, the vehicle driving assistance device 10 determines “No” in step S705, the vehicle driving assistance device 10 continues with the process to step S715 to determine whether a value of an engine driving mode flag X_EV is “1”.

[0108] The value of the motor driving mode flag X_EV is "1" while the vehicle is in motor driving mode. Conversely, the value of the motor drive mode flag X_EV is "0" when the vehicle is not in motor driving mode. Motor driving mode corresponds to a mode in which the vehicle is moved solely by activating the electric motor 22.

[0109] If the vehicle driving assistance device 10 detects "Yes" in step S715, it proceeds to step S720 to set the low-efficiency index threshold IX_T to a second low-efficiency index threshold IX2 and the idle acceleration rate threshold G_T to a second idle acceleration rate threshold G_T. Then, the vehicle driving assistance device 10 proceeds to step S725. Note that the second low-efficiency index threshold IX_T is greater than the first low-efficiency index threshold IX_T, and the second idle acceleration rate threshold G_T is greater than the first idle acceleration rate threshold G_T.

[0110] When the vehicle driving assistance device 10 proceeds to step S725, the vehicle driving assistance device 10 determines whether a low efficiency condition C5 is met.

[0111] The low-efficiency condition C5 corresponds to a condition that the kinetic energy efficiency is less than the kinetic energy efficiency required to drive the own vehicle 100 using normal vehicle speed control, taking into account a road gradient θ, when the economy autonomous driving control (i.e., the economy vehicle-to-distance control or the economy vehicle speed control) is executed to drive the own vehicle 100 while a vehicle driving control (i.e., a control to manage the driving of the own vehicle 100) is switched between idle control and optimal driving performance control. In this context, the kinetic energy efficiency corresponds to the energy efficiency of the drive device 20 required to move the own vehicle 100, and the road gradient θ corresponds to the gradient of a road on which the own vehicle 100 is traveling.

[0112] In the present embodiment, the low efficiency condition C5 corresponds to a condition that a low efficiency index IX is greater than the low efficiency index threshold IX_T, as represented by expression 1 described below. IX>IXth

[0113] The low efficiency index IX corresponds to an index that indicates a decreasing degree of kinetic energy efficiency (i.e., the energy efficiency of moving the vehicle itself 100) when the Economy autonomous driving control is executed, in relation to the kinetic energy efficiency when the normal vehicle speed control is executed.

[0114] In the present embodiment, the low efficiency index IX is determined by a calculation corresponding to the expressions 2 to 4 described below. IX=|Gd|−k⋅|Ga| Gd=−F / M+g⋅sinθ Ga=(P_OPT−F) / M+g⋅sinθ

[0115] In expression 2, "Gd" represents an idle acceleration rate (i.e., an acceleration of the vehicle itself, achieved by executing the idle control) and is determined by a calculation according to expression 3 described above. The idle acceleration rate Gd takes on a negative value when the vehicle's speed, V, decreases. Conversely, the idle acceleration rate Gd takes on a positive value when the vehicle's speed, V, increases.

[0116] Furthermore, in expression 2, "Ga" represents an optimal driving performance acceleration rate (i.e., the acceleration rate of the vehicle itself, 100, achieved by performing the control for optimal driving performance) and is obtained by a calculation in accordance with expression 4 described above. The optimal driving performance acceleration rate Ga takes on a negative value when the vehicle's speed V decreases. Conversely, the optimal driving performance acceleration rate Ga takes on a positive value when the vehicle's speed V increases.

[0117] Furthermore, in expressions 3 and 4, "F" represents the driving resistance of the vehicle 100 and is determined, for example, by a calculation according to expression 5 described below. Additionally, "M" represents the weight of the vehicle 100, "g" the acceleration due to gravity, and "θ" the road gradient. Furthermore, "P_OPT" represents optimal drive power (i.e., the power applied by the drive device 20 to the vehicle 100 when the control is executed for optimal driving performance). F=a⋅V2+b⋅V+c

[0118] In expression 5, "V" represents the vehicle's own speed (i.e., the vehicle speed of the vehicle 100). Furthermore, "a", "b", and "c" are coefficients determined to accurately capture the resistance of the vehicle 100 based on its speed V.

[0119] Furthermore, the low-efficiency index thresholds IX_T (i.e., the first low-efficiency index threshold IX1 and the second low-efficiency index threshold IX2) are predetermined values. Additionally, "k" in expression 2 is a predetermined coefficient. The low-efficiency index threshold IX_T and the coefficient k are determined as described below.

[0120] This means that idle control is executed when deceleration of the vehicle is required in a situation where the vehicle is moving on a level road using economy autonomous driving control (i.e., economy vehicle distance control or economy vehicle speed control) while idle control and optimal driving performance control are switched. Therefore, kinetic energy efficiency is improved compared to when the vehicle is moving using normal vehicle speed control.

[0121] However, when the vehicle is driven uphill using the Economy autonomous driving control, the idle control and the optimal driving performance control are frequently switched for a constant period of time. In this case, the kinetic energy efficiency may be low compared to when the vehicle is driven using the normal vehicle speed control. Specifically, when the vehicle is driven autonomously in hybrid driving mode, a process to start and a process to stop the activation of the combustion engine are frequently switched. In this case, the kinetic energy efficiency may be low.

[0122] Accordingly, in the present embodiment, combinations of the low-efficiency index threshold IX_T and the coefficient k, which can achieve the kinetic energy efficiency for driving the vehicle 100 by the economy autonomous driving control, equal to the kinetic energy efficiency for moving the vehicle 100 by the normal vehicle speed control, are determined taking into account the road gradient θ, the idle acceleration rate Gd, and the optimal driving performance acceleration rate Ga in a situation where the low-efficiency index IX is obtained by calculation according to expressions 2 to 4, previously determined by experiments, etc. The low-efficiency index threshold IX_T and the coefficient k thus determined are used in expressions 1 and 2. It should be noted that the coefficient k is greater than zero and equal to or less than one.

[0123] Therefore, if the low efficiency index IX is greater than the low efficiency index threshold IX_T, the kinetic energy efficiency for driving the own vehicle 100 by the normal vehicle speed control is greater than the kinetic energy efficiency for driving the own vehicle 100 by the economy autonomous driving control.

[0124] For the reasons described above, the vehicle driving assistance device 10 determines which is greater: the motion energy efficiency achieved by continuing to execute the economy autonomous driving control, or the motion efficiency achieved by stopping the execution of the economy autonomous driving control and performing normal vehicle speed control in step S725.

[0125] It should be noted that the low-efficiency condition C5 also corresponds to a gradient condition where (i) the economy autonomous driving control is executed and (ii) the road gradient θ is greater than a predetermined gradient threshold θup. In this case, the predetermined gradient threshold θup corresponds to a gradient that is realized when an absolute value of a own vehicle deceleration rate 100, realized by moving the own vehicle 100 through the idle control, is equal to or greater than a predetermined value or a predetermined deceleration rate threshold in a situation where the road gradient θ is a gradient.Alternatively, the predetermined gradient threshold θup corresponds to a gradient that is realized when the acceleration rate of the vehicle 100, achieved by moving the vehicle 100 through the control system to optimal driving performance, is equal to or less than a predetermined value or acceleration rate threshold in a situation where the road gradient θ is a gradient. Alternatively, the predetermined gradient threshold θup corresponds to a gradient that is realized when the ratio of the absolute value of the idle acceleration rate Gd to the optimal driving performance acceleration rate Ga is greater than a predetermined ratio in a situation where the road gradient θ is the gradient.

[0126] Furthermore, the low efficiency index threshold IX_T can be provided with a hysteresis to prevent the vehicle driving control from frequently switching between economy autonomous driving control and normal vehicle speed control.

[0127] Furthermore, if the vehicle driving control is changed from economy autonomous driving control to normal vehicle speed control in response to the low efficiency condition C5 being met, and then it is determined that the vehicle ahead is present while normal vehicle speed control is in operation, the vehicle driving control will be changed from normal vehicle speed control to normal vehicle inter-distance control.

[0128] Furthermore, if the vehicle driving control changes from economy autonomous driving control to normal vehicle speed control in response to the low-efficiency condition C5 being met, and then the low-efficiency condition C5 is no longer met, the vehicle driving control changes from normal vehicle speed control to economy autonomous driving control. That is, the execution of economy autonomous driving control is interrupted when the low-efficiency condition C5 is met, and the testing of economy autonomous driving control is resumed when the low-efficiency condition C5 is no longer met.In this respect, the vehicle driving assistance device 10 can be configured so that it does not restart the economy autonomous driving control even if the low efficiency condition C5 is no longer met after the economy autonomous driving control has been performed in response to the low efficiency condition C5 being met.

[0129] As in Fig. As shown in Figure 1, a road inclination detection device 62 is also installed in the vehicle 100. The road inclination detection device 62 is a device that detects the inclination of a road on which the vehicle 100 is moving. The road inclination detection device 62 is, for example, a gyroscope. The road inclination detection device 62 is electrically connected to the ECU 90. The vehicle driving assistance device 10 detects the inclination of the road on which the vehicle 100 is moving, as the road inclination θ, by the road inclination detection device 62.

[0130] If the vehicle driving assistance device 10 detects "Yes" in step S725, it proceeds to step S730 to perform normal vehicle speed control. Then, it proceeds to step S795 to complete this routine once.

[0131] As described above, the vehicle driving assistance device 10 is configured to execute normal vehicle speed control (i.e., constant-speed autonomous driving control) to maintain its own vehicle speed V at the set vehicle speed V_S. Furthermore, the vehicle driving assistance device 10 is configured to terminate the execution of economy autonomous driving control (i.e., autonomous driving control in the first driving mode) and execute normal vehicle speed control (i.e., autonomous driving control in constant-speed mode) when the low-efficiency condition C5 (or a second condition) is met.In this respect, the low-efficiency condition C5 (or the second condition) corresponds to a condition that is likely to be met when the vehicle is moving uphill or when the vehicle is moving at a relatively high speed (in particular, when the vehicle is moving at a speed equal to or greater than a predetermined vehicle speed). Furthermore, the low-efficiency index threshold IX_T is set to the first low-efficiency index threshold IX1 when the vehicle is moving in hybrid driving mode (or first driving mode), and is set to the second low-efficiency index threshold IX2 when the vehicle is moving in engine driving mode (or second driving mode). Moreover, the first low-efficiency index threshold IX1 is lower than the second low-efficiency index threshold IX2.Therefore, the low efficiency condition C5 (or the second condition) is a condition that is likely to be met when the vehicle is driven autonomously by the Economy Autonomous Driving Control in hybrid driving mode (or the first driving mode), compared to when the vehicle is driven autonomously by the Economy Autonomous Driving Control in engine driving mode (or the second driving mode).

[0132] If the vehicle is autonomously driven by the idle control while climbing an incline or traveling at high speed, its speed (V) can be significantly reduced. Furthermore, even if the vehicle is autonomously driven by the optimal performance control while climbing an incline or traveling at high speed, its speed (V) may not be adequately increased. Therefore, the reduction in energy consumption may be minimal when the vehicle is autonomously driven by the economy autonomous driving control while climbing an incline or traveling at high speed.

[0133] Furthermore, the set vehicle speed range R_V or the set ahead vehicle distance range R_DF, which is set for autonomous driving of the own vehicle 100 by the Economy Autonomous Driving Control in hybrid driving mode, is wider than the set vehicle speed range R_V or the set ahead vehicle distance range R_DF, which is set for autonomous driving of the own vehicle 100 by the Economy Autonomous Driving Control in engine driving mode. Therefore, if the own vehicle 100 is driven autonomously by the Economy Autonomous Driving Control while the own vehicle 100 is moving uphill or at high speed, the effect of reducing the amount of energy consumed may be small.

[0134] For the vehicle driving assistance device 10, the low-efficiency condition C5 is a condition that is likely to be met when the vehicle is traveling at 100 km / h uphill or at 100 km / h at high speed. Furthermore, the low-efficiency condition C5 is a condition that is likely to be met when the vehicle is autonomously driven at 100 km / h by the Economy Autonomous Driving Control in hybrid driving mode, compared to when the vehicle is autonomously driven at 100 km / h by the Economy Autonomous Driving Control in engine driving mode. In addition, when the low-efficiency condition C5 is met, the execution of the Economy Autonomous Driving Control is stopped and normal vehicle speed control is executed.This means that it is likely the operation of the economy autonomous driving control will be stopped and normal vehicle speed control will be activated when the vehicle is autonomously moving at 100 km / h in hybrid driving mode, while driving uphill or at high speed. In this way, a reasonable level of energy consumption reduction can be achieved.

[0135] Furthermore, the vehicle driving assistance device 10 is used to control the vehicle speed V of the own vehicle as in Fig. 8 shown controlled. In one in Fig. In the example shown, vehicle 100 is moving on a road with a gradient θ of zero (i.e., vehicle 100 is moving on a level road), and the control for optimal driving performance is executed up to time t50. Thus, the vehicle's speed V gradually increases until time t50. It should be noted that the optimal driving performance acceleration rate Ga and the idling acceleration rate Gd are a first optimal driving performance acceleration rate Ga1 and a first idling acceleration rate Gd1, respectively, up to time t50. Furthermore, the first optimal driving performance acceleration rate Ga1 is a positive value, and the first idling acceleration rate Gd1 is a negative value.

[0136] When the vehicle's speed V reaches the upper limit V_U at time t50, the idle control is initiated. At time t50, the vehicle 100 is traveling on a road with a gradient θ of zero. Therefore, the vehicle 100 is traveling on a level road. Consequently, the vehicle's speed V begins to decrease. It should be noted that the optimal driving acceleration rate Ga and the idle acceleration rate Gd are also the first optimal driving acceleration rate Ga1 and the first idle acceleration rate Gd1, respectively, at time t50.

[0137] Then, at time t51, the vehicle begins to move up the incline. In the Fig. In the example shown in Figure 8, the road gradient θ increases continuously from time t51 to time t53 and remains at a constant value θ1 after time t53. Therefore, the optimal driving acceleration rate Ga and the idle acceleration rate Gd gradually decrease between time t51 and time t53. In other words, the absolute value of the optimal driving acceleration rate Ga gradually decreases, and the absolute value of the idle acceleration rate Gd gradually increases. After time t53, the optimal driving acceleration rate Ga and the idle acceleration rate Gd remain at a second optimal driving acceleration rate Ga2 and a second idle acceleration rate Gd2, respectively.

[0138] The vehicle's own speed V continues to decrease after time t51. In the Fig. In the example shown, at time t52 the low-efficiency condition C5 is met, the execution of the economy autonomous driving control is terminated, and the execution of the normal vehicle speed control is initiated. At time t52, the vehicle's own speed V is less than the set vehicle speed V_S. Therefore, the vehicle accelerates, and its own vehicle speed V increases. After the vehicle's own speed V reaches the set vehicle speed V_S, the acceleration rate of the vehicle is controlled to maintain its own vehicle speed V at the set vehicle speed V_S.

[0139] If the low-efficiency condition C5 is met while the economy autonomous driving control is running, the economy autonomous driving control is terminated, and normal vehicle speed control is executed. Therefore, a reduction in kinetic energy efficiency due to the continuation of the economy autonomous driving control can be prevented.

[0140] If, on the other hand, the vehicle driving assistance device 10 determines "No" in step S725, the vehicle driving assistance device 10 proceeds to step S735 to determine whether an idle acceleration rate condition C6 is met.

[0141] The idle acceleration rate condition C6 corresponds to the condition that the vehicle is traveling at 100 on a downhill slope or a sloping road with a slight gradient. In the present embodiment, the idle acceleration rate condition C6 corresponds to a condition that the idle acceleration rate Gd is greater than zero, as shown by expression 6 described below, and the absolute value of the idle acceleration rate Gd is equal to or greater than an idle acceleration rate threshold value G_T, as shown by expression 7 described below. Gd>0 |Gd|≥G_T

[0142] The idle acceleration rate threshold G_T corresponds to a threshold used to determine whether the vehicle is traveling at 100 km / h on a gently sloping road. In the present embodiment, the idle acceleration rate threshold G_T is set to a positive value close to zero. Therefore, the idle acceleration rate condition C6 corresponds to a downhill slope condition that the road gradient θ is a downward slope greater than a predetermined value (or a predetermined gradient threshold θdown).

[0143] If the vehicle driving assistance device 10 determines “Yes” in step S735, the vehicle driving assistance device 10 proceeds to step S740 to determine whether a motion speed condition C7 is met.

[0144] The movement speed condition C7 corresponds to a condition that the vehicle's own speed V is less than the set vehicle speed V_S, as represented by expression 8 described below. V <V_S

[0145] If the vehicle driving assistance device 10 detects "Yes" in step S740, it proceeds to step S745 to execute the idle control. Then, it proceeds to step S795 to complete the execution of this routine once.

[0146] As described above, if the idle acceleration rate condition C6 (or the downward slope condition) is met and the vehicle's own speed V is less than the set vehicle speed V_S (or a predetermined vehicle speed), the execution of the economy autonomous driving control is terminated, and the idle control is executed.

[0147] This means that the vehicle's own speed V increases even if the vehicle is idling in a situation where (i) the vehicle is traveling on a downhill slope with a slight gradient and (ii) the vehicle's own speed V is less than the set vehicle speed V_S. Therefore, the vehicle driving assistance device 10 performs the idle control.

[0148] If, on the other hand, the vehicle driving assistance device 10 determines "No" in step S740, the vehicle driving assistance device 10 proceeds to step S750 to perform normal vehicle speed control. Then, the vehicle driving assistance device 10 proceeds to step S795 to complete the execution of this routine once.

[0149] As described above, if the idle acceleration rate condition C6 (or the downward slope condition) is met and the vehicle's own speed V is equal to or greater than the set vehicle speed V_S (or the specified vehicle speed), the execution of the economy autonomous driving control is terminated, and normal vehicle speed control is executed.

[0150] When the vehicle's own speed V reaches the set vehicle speed V_S after the execution of the idle control has started in response to a determination of "Yes" in step S740, the vehicle speed control is changed from idle control to normal vehicle speed control.

[0151] As described above, the vehicle driving assistance device 10 is configured to terminate the execution of economy autonomous driving control (i.e., autonomous driving control in the first driving mode) and execute idle control (i.e., autonomous driving control via power control in the first state) when the idle acceleration rate condition C6 (or a first condition) is met. In this context, the idle acceleration rate condition C6 (or the first condition) corresponds to a condition that is likely to be met when the vehicle 100 is moving downhill.Furthermore, the idle acceleration rate threshold G_T is set to the first idle acceleration rate threshold G1 when the vehicle is driven at 100 km / h in hybrid driving mode (or in first driving mode), and is set to the second idle acceleration rate threshold G2 when the vehicle is driven at 100 km / h in engine driving mode (or in second driving mode). Moreover, the first idle acceleration rate threshold G1 is lower than the second idle acceleration rate threshold G2. Therefore, the idle acceleration rate condition C6 (or the first condition) is a condition that is likely to be met when the vehicle is driven at 100 km / h autonomously by the economy autonomous driving control in hybrid driving mode (or the autonomous driving control in first driving mode), compared to when the vehicle is driven at 100 km / h autonomously by the economy autonomous driving control in engine driving mode (or the autonomous driving control in second driving mode).

[0152] When the vehicle is autonomously moved by the idle control while traveling downhill, its speed V tends to increase. Therefore, the vehicle's speed V increases without the optimal driving performance control being executed. Consequently, while the vehicle is moving downhill, the reduction in energy consumption achieved through autonomous driving by the idle control is greater than the reduction in energy consumption achieved through the optimal driving performance control.Furthermore, if the control for optimal driving performance for autonomous driving of the own vehicle 100 is not executed, the effect of reducing the amount of energy consumed, which is achieved by autonomous driving of the own vehicle 100 through the Economy autonomous driving control in hybrid driving mode, is greater than the effect of reducing the amount of energy consumed, which is achieved by autonomous driving of the own vehicle 100 through the Economy autonomous driving control in engine driving mode.

[0153] With the vehicle driving assistance device 10, the idle acceleration rate condition C6 is a condition that is likely to be met when the vehicle 100 is moving downhill. That is, with the idle acceleration rate condition C6, it is likely that the execution of the economy autonomous driving control will be stopped and the idle control will be executed while the vehicle 100 is moving downhill. Furthermore, the idle acceleration rate condition C6 is a condition that is unlikely to be met when the vehicle 100 is being driven autonomously by the economy autonomous driving control in engine driving mode, compared to when the vehicle 100 is being driven autonomously by the economy autonomous driving control in hybrid driving mode.This means that with the idle acceleration rate condition C6, it is unlikely that the execution of the economy autonomous driving control will be stopped and idle control will be executed while the vehicle is being driven autonomously at 100 km / h in engine driving mode by the economy autonomous driving control. Therefore, the significant reduction in energy consumption can be achieved.

[0154] Furthermore, the vehicle's own speed V is displayed using the vehicle driving assistance device 10, as in Fig. 9 shown controlled. In one in Fig. In the example shown, vehicle 100 is moving on a road with a gradient θ of zero (i.e., vehicle 100 is moving on a level road), and the control for optimal driving performance is executed until time t60. Thus, the vehicle speed V of the vehicle gradually increases until time t60. It should be noted that the optimal driving performance acceleration rate Ga and the idling acceleration rate Gd up to time t60 are the first optimal driving performance acceleration rate Ga1 and the first idling acceleration rate Gd1, respectively. Furthermore, the first optimal driving performance acceleration rate Ga1 is a positive value, and the first idling acceleration rate Gd1 is a negative value.

[0155] Then, at time t60, the vehicle itself begins to move down the slope. In the Fig. In the example shown, the road gradient θ decreases continuously from time t60 to time t62 and remains at a constant value θ2 after time t62. Therefore, the optimal driving acceleration rate Ga and the idle acceleration rate Gd gradually increase during the period from time t60 to time t62. In other words, the absolute value of the optimal driving acceleration rate Ga gradually increases. On the other hand, the idle acceleration rate Gd assumes a negative value until time t61, so that the absolute value of the idle acceleration rate Gd gradually decreases. After time t61, the idle acceleration rate Gd assumes a positive value, so that the absolute value of the idle acceleration rate Gd gradually increases. After time t62, the optimal driving acceleration rate Ga and the idle acceleration rate Gd remain at constant values, i.e.,a third optimal driving performance acceleration rate Ga3 or a third idle acceleration rate Gd3.

[0156] In the Fig. In example 9, the execution of the control for optimal driving performance continues, and the vehicle 100 moves downhill from time t60 to time t61. Therefore, the vehicle speed V of the vehicle increases at a relatively high rate. Then, at time t61, the idle acceleration rate condition C6 is met. At time t61, the vehicle speed V is less than the set vehicle speed V_S. Therefore, the execution of the economy autonomous driving control is terminated, and the execution of the idle control is initiated. This results in a small rate of increase in the vehicle speed V of the vehicle, but the vehicle speed V continues to rise.

[0157] When the vehicle's own speed V reaches the set vehicle speed V_S at time t62, the idle control is terminated and the normal vehicle speed control is initiated. After the vehicle's own speed V reaches the set vehicle speed V_S, the vehicle's acceleration rate 100 is controlled to maintain the vehicle's speed V at the set vehicle speed V_S.

[0158] If, for example, the vehicle is coasting downhill, it will not decelerate but will accelerate. This results in an excessively high vehicle speed (V). Consequently, the vehicle speed (V) will not be maintained within the set vehicle speed range (R_V), or the distance to the vehicle ahead (DF) will not be maintained within the set distance range (R_DF), even if the Economy Autonomous Driving Control is activated. Under these circumstances, the Economy Autonomous Driving Control should not be activated.

[0159] The vehicle assistance device 10 terminates the execution of the economy autonomous driving control when the idle acceleration rate condition C6 is met. In this way, the continuation of the economy autonomous driving control can be prevented if the economy autonomous driving control is not intended to be executed.

[0160] If the vehicle driving assistance device 10 detects "No" in step S735, the vehicle driving assistance device 10 proceeds with the process to step S505 of the process described in Fig. The routine shown in step 5 continues via step S755 to execute the processes described above. Afterwards, the vehicle driving assistance device 10 terminates the execution of this routine.

[0161] If the vehicle driving assistance device 10 detects "No" in step S715, it proceeds to step S760 to execute an internal combustion engine activation continuation control. It then proceeds to step S795 to complete the execution of this routine once. The internal combustion engine activation continuation control corresponds to a control for moving the vehicle 100 in an internal combustion engine driving mode. The internal combustion engine driving mode corresponds to a mode of continued activation of the internal combustion engine 21.

[0162] Furthermore, the vehicle driving assistance device 10 is configured to provide a Fig. The routine shown in section 10 executes the predetermined calculation cycle. Therefore, at a predetermined time, the vehicle driving assistance device 10 starts a process consisting of one step S1000 of the following: Fig. 10 shown routine and continues the process to step S1005 to determine if an internal combustion engine activation continuation condition C8 is met.

[0163] The combustion engine activation continuation condition C8 corresponds to a condition that is met if the activation of the combustion engine 21 is to continue. For example, the combustion engine 21 should continue to be activated if the battery charge quantity of the power charging device 41 becomes less than a predetermined amount (or a predetermined battery charge quantity), and the power charging device 41 needs to be charged by activating the combustion engine 21.

[0164] If the vehicle driving assistance device 10 determines "No" in step S1005, the vehicle driving assistance device 10 continues the process to step S1010 to determine whether the required power P_REQ is equal to or greater than a predetermined required power P_REQ_T.

[0165] If the vehicle driving assistance device 10 determines "Yes" in step S1010, it proceeds to step S1015 to set the value of the hybrid driving mode flag X_HV to "1" and the value of the engine driving mode flag X_EV to "0". Then, the vehicle driving assistance device 10 proceeds to step S1095 to complete the execution of this routine once. In this case, the vehicle 100 is driven in hybrid driving mode.

[0166] On the other hand, if the vehicle driving assistance device 10 detects "No" in step S1010, it proceeds to step S1020 to set the value of the hybrid driving mode flag X_HV to "0" and the value of the engine driving mode flag X_EV to "1". Then, the vehicle driving assistance device 10 proceeds to step S1095 to complete the execution of this routine once. In this case, the vehicle 100 is moved in engine driving mode.

[0167] If the vehicle driving assistance device 10 detects "Yes" in step S1005, it proceeds to step S1025 to set the value of the hybrid driving mode flag X_HV to "0" and the value of the engine driving mode flag X_EV to "0". Then, the vehicle driving assistance device 10 proceeds to step S1095 to complete the execution of this routine once. In this case, the vehicle 100 is driven in combustion engine driving mode.

[0168] Furthermore, the vehicle driving assistance device 10 is configured to provide a Fig. The routine shown in Figure 11 executes the specified calculation cycle. Therefore, at a predetermined time, the vehicle driving assistance device 10 starts a process consisting of one step S1100 of the following: Fig. 11 shown routine and proceeds with the process to step S1105 to determine whether the economy vehicle speed control is executed.

[0169] If the vehicle driving assistance device 10 determines "Yes" in step S1105, it proceeds to step S1110 to determine if the value of the hybrid driving mode flag X_HV is "1". That is, the vehicle driving assistance device 10 determines whether its own vehicle 100 is currently operating in hybrid driving mode.

[0170] If the vehicle driving assistance device 10 determines "Yes" in step S1110, the vehicle driving assistance device 10 continues the process to step S1115 to determine if a savings level LV is a high savings level LV_H.

[0171] As in Fig. As shown in Figure 1, an economy level setting device 73, such as an economy level setting button, is installed on the vehicle 100. The economy level setting device 73 is electrically connected to the ECU 90. The driver can set the economy level LV (or an energy efficiency level) to a high economy level LV_H, a medium economy level LV_M, or a low economy level LV_L by operating the economy level setting device 73.

[0172] The fuel-saving level LV corresponds to a level requested by the driver as an energy efficiency improvement level (i.e., a level to improve the energy efficiency of the power unit 20). If the fuel-saving level LV is set to the high fuel-saving level LV_H, the driver requests a maximum energy efficiency improvement level. If the fuel-saving level LV is set to the low fuel-saving level LV_L, the driver requests a minimum energy efficiency improvement level. If the fuel-saving level LV is set to the medium fuel-saving level LV_M, the driver requests an energy efficiency improvement level that is less than the maximum energy efficiency improvement level and greater than the minimum energy efficiency improvement level.

[0173] As described in detail later, the vehicle driving assistance device 10 is configured to adjust the set vehicle speed range R_V depending on the fuel-saving level LV. Generally, the higher the fuel-saving level LV, the wider the set vehicle speed range R_V. Furthermore, the vehicle driving assistance device 10 also widens the set ahead vehicle distance range R_DF when the fuel-saving level LV is higher. In particular, in the present embodiment, the set vehicle speed range R_V and the set ahead vehicle distance range R_DF can be changed by the driver of the vehicle 100 when the vehicle 100 is driven in hybrid driving mode.

[0174] If the vehicle driving assistance device 10 determines “Yes” in step S1115, the vehicle driving assistance device 10 proceeds to step S1120 to determine if a normal reverse detection condition C9 is met.

[0175] The normal reverse detection condition C9 is met when the reverse information acquisition device 52 functions normally and can acquire the reverse detection information IR used to detect the following vehicle 300. Therefore, the normal reverse detection condition C9 is not met if the reverse information acquisition device 52 cannot acquire the reverse detection information IR used to detect the following vehicle 300 due to a malfunction of the reverse information acquisition device 52. It should be noted that the normal reverse detection condition C9 may be a condition that is not met if the reverse information acquisition device 52 is not installed on the vehicle 100.

[0176] If the vehicle driving assistance device 10 detects "Yes" in step S1120, it proceeds to step S1125 to set the control vehicle speed parameter dV to an initial vehicle speed parameter dV1. Then, the vehicle driving assistance device 10 proceeds to step S1195 to complete the execution of this routine once. The initial vehicle speed parameter dV1 is a relatively large value greater than zero.

[0177] If, however, the vehicle driving assistance device 10 determines "No" in step S1120, it proceeds to step S1130 to set the control vehicle speed parameter dV to a second vehicle speed parameter dV2. Then, the vehicle driving assistance device 10 proceeds to step S1195 to complete the execution of this routine once. The second vehicle speed parameter dV2 is a value greater than zero but less than the first vehicle speed parameter dV1.

[0178] As described above, the vehicle driving assistance device 10 is configured to adjust the set vehicle speed range R_V such that the set vehicle speed range R_V, which is set when the normal reverse detection condition C9 is not met (i.e., a control range change condition that the detection device for the following vehicle, which detects the following vehicle 300, is malfunctioning), is narrower than the set vehicle speed range R_V, which is set when the normal reverse detection condition C9 is met (i.e., the control range change condition is not met) while the economy vehicle speed control (or the control to increase / decrease vehicle speed) is running.

[0179] In other words, the vehicle driving assistance device 10 is configured to adjust the set vehicle speed range R_V (or the set control range) such that the set vehicle speed range R_V, which is set when the reverse information acquisition device 52 (the following vehicle acquisition device that detects the following vehicle 300) malfunctions, is narrower than the set vehicle speed range R_V, which is set when the reverse information acquisition device 52 is functioning normally while the own vehicle 100 is being moved autonomously by the economy vehicle speed control in hybrid driving mode (or the autonomous driving control in the first driving mode).

[0180] If the vehicle speed V of the own vehicle alternately and excessively increases and decreases in a situation where the own vehicle 100 is being moved autonomously by the Economy Vehicle Speed ​​Control and the following vehicle 300 is present, the vehicle speed of the following vehicle 300 will alternately and significantly increase and decrease. As a result, the smooth flow of traffic around the own vehicle 100, including the following vehicle 300, may be disrupted. Therefore, to maintain the smooth flow of traffic around the own vehicle 100 when the own vehicle 100 is being moved autonomously by the Economy Vehicle Speed ​​Control and the following vehicle 300 is present, the own vehicle 100 should be moved autonomously by the Economy Vehicle Speed ​​Control, taking into account the presence of the following vehicle 300.If the following vehicle 300 cannot be detected due to a malfunction of the reverse information acquisition device 52, the presence of the following vehicle 300 cannot be taken into account for the execution of the economy vehicle speed control. Therefore, the own vehicle 100 cannot be moved autonomously to maintain the flow of traffic around the own vehicle 100.

[0181] With the vehicle driving assistance device 10, the set vehicle speed range R_V, which is set when the reverse information acquisition device 52 malfunctions, is smaller than the set vehicle speed range R_V, which is set when the reverse information acquisition device 52 is functioning normally. This prevents the vehicle's own speed V from alternately and excessively increasing or decreasing. Therefore, the vehicle 100 can be moved autonomously by the economy vehicle speed control without disrupting the flow of traffic around the vehicle 100 if the following vehicle 300 cannot be detected.

[0182] If the vehicle driving assistance device 10 determines "No" in step S1115, the vehicle driving assistance device 10 continues the process to step S1135 to determine if the savings level LV is the medium savings level LV_M.

[0183] If the vehicle driving assistance device 10 detects "Yes" in step S1135, it proceeds to step S1140 to adjust the control vehicle speed parameter dV to the second vehicle speed parameter dV2. Then, the vehicle driving assistance device 10 proceeds to step S1195 to complete the execution of this routine once.

[0184] If, however, the vehicle driving assistance device 10 determines "No" in step S1135, it proceeds to step S1145 to set the control vehicle speed parameter dV to a third vehicle speed parameter dV3. Then, the vehicle driving assistance device 10 proceeds to step S1195 to complete the execution of this routine once. The third vehicle speed parameter dV3 is greater than zero and less than the second vehicle speed parameter dV2.

[0185] If the vehicle driving assistance device 10 detects “No” in step S1110, the vehicle driving assistance device 10 proceeds to step S1150 to determine if the value of the engine driving mode flag X_EV is “1”.

[0186] If the vehicle driving assistance device 10 detects "Yes" in step S1150, it proceeds to step S1155 to set the control vehicle speed parameter dV to a fourth vehicle speed parameter dV4. Then, the vehicle driving assistance device 10 proceeds to step S1195 to complete the execution of this routine once. The fourth vehicle speed parameter dV4 is greater than zero and less than the third vehicle speed parameter dV3.

[0187] As described above, the vehicle driving assistance device 10 is configured to perform economy vehicle speed control in hybrid driving mode (or first driving mode) or in engine driving mode (or second driving mode). Economy vehicle speed control in hybrid driving mode corresponds to control for driving the vehicle 100 by activating both the internal combustion engine 21 and the electric motor 22, or only the internal combustion engine 21, and applying power to the vehicle 100. Economy vehicle speed control in engine driving mode corresponds to control for driving the vehicle 100 by activating only the electric motor 22 and transferring power to the vehicle 100.

[0188] In this respect, the set vehicle speed range R_V, which is used for the execution of the economy vehicle speed control (or the control to increase / decrease the vehicle speed) in engine driving mode (or in the second driving mode), is narrower than the set vehicle speed range R_V, which is used for the execution of the economy vehicle speed control in hybrid driving mode (or in the first driving mode).

[0189] Furthermore, a condition for reducing the control vehicle speed magnitude dV includes the condition that the economy vehicle speed control (or the control to increase / decrease vehicle speed) is executed in hybrid driving mode (or in first driving mode). In this respect, the vehicle driving assistance device 10 is configured so that it does not change the set vehicle speed range R_V, even if the normal reverse detection condition C9 is not met in a situation where the economy vehicle speed control is executed in engine driving mode (or in second driving mode).

[0190] In other words, the vehicle driving assistance device 10 is configured so that it does not change the control vehicle speed magnitude dV (or the set control range) even if a malfunction of the reverse information detection device 52 (the following vehicle detection device that detects the following vehicle 300) occurs while the vehicle driving assistance device 10 is performing economy vehicle speed control in engine driving mode (or autonomous driving control in the second driving mode).

[0191] With the vehicle assistance device 10, the set vehicle speed range R_V is relatively narrow when the vehicle 100 is autonomously moved by the economy vehicle speed control in motor driving mode. Therefore, the vehicle speed V of the vehicle 100 does not alternately and excessively increase and decrease, even if the vehicle 100 continues to be moved by the economy vehicle speed control without changing the set vehicle speed range R_V in a situation where the following vehicle 300 cannot be detected due to a malfunction of the reverse information acquisition device 52. Therefore, the following vehicle 300 does not change its vehicle speed significantly. Thus, there is a low probability that the flow of traffic around the vehicle 100 will be disrupted.Therefore, the own vehicle 100 can be moved autonomously by the Economy vehicle speed control to maintain the flow of traffic around the own vehicle 100 without changing the set vehicle speed range R_V.

[0192] Furthermore, the vehicle driving assistance device 10 is configured to adjust the control vehicle speed parameter dV (or the set control range) such that the control vehicle speed parameter dV used by the economy vehicle speed control in the driving mode corresponding to the hybrid driving mode (i.e., the first driving mode capable of utilizing power other than that generated by the electricity of the power charging device 41) is greater than the control vehicle speed parameter dV used by the economy vehicle speed control in the driving mode corresponding to the engine driving mode (i.e., the second driving mode in which only the power generated by the electricity of the power charging device 41 is used).

[0193] Furthermore, the vehicle driving assistance device 10 is configured to adjust the set vehicle speed range R_V such that the set vehicle speed range R_V, which is set when the vehicle driving assistance device 10 autonomously moves its own vehicle 100 through the economy vehicle speed control in hybrid driving mode (i.e., the control to increase / decrease the vehicle speed in the first driving mode), is wider than the set vehicle speed range R_V, which is set when the vehicle driving assistance device 10 autonomously moves its own vehicle 100 through the economy vehicle speed control in engine driving mode (i.e., the control to increase / decrease the vehicle speed in the second driving mode) in a situation where the vehicle driving assistance device 10 uses the economy vehicle speed control (i.e.,the control to increase / decrease vehicle speed) by selectively executing the idle control (i.e., the power control in the first state) and the control to optimize driving performance (i.e., the power control in the second state), and the normal reverse detection condition C9 is met.

[0194] When the vehicle is driven autonomously, particularly when driven autonomously using economy vehicle speed control in hybrid driving mode by selectively executing idle control and optimal driving performance control, a wide vehicle speed range (R_V) can generally increase the reduction in energy consumption. However, when the vehicle is driven autonomously using economy vehicle speed control in engine driving mode, a wide vehicle speed range (R_V) does not significantly increase the reduction in energy consumption but may increase the likelihood of disrupting the flow of traffic around the vehicle.

[0195] With the vehicle driving assistance device 10, the set vehicle speed range R_V, which is set when the driving mode is hybrid driving mode, is wider than the set vehicle speed range R_V, which is set when the driving mode is engine driving mode, in a situation where the own vehicle 100 is moved autonomously by the economy vehicle speed control by selectively executing the idle control and the control for optimal driving performance, and the normal reverse detection condition C9 is met. Therefore, the smooth traffic flow of vehicles around the own vehicle 100 can be maintained, and a certain degree of energy consumption reduction can be achieved.

[0196] If, on the other hand, the vehicle driving assistance device 10 determines "No" in step S1150, it proceeds to step S1160 to set the control vehicle speed parameter dV to zero. Then, it proceeds to step S1195 to complete the execution of this routine once. In this case, the driving mode is neither hybrid nor engine driving mode. Therefore, as described above, the internal combustion engine activation continuation control is executed.

[0197] If the vehicle driving assistance device 10 detects "No" in step S1105, it proceeds to step S1160 to set the control vehicle speed parameter dV to zero. Then, it proceeds to step S1195 to complete the execution of this routine once. In this case, if the preceding vehicle 200 does not exist, normal vehicle speed control is executed.

[0198] Furthermore, the vehicle driving assistance device 10 is configured to provide a Fig. The routine shown in Figure 12 is executed with the predetermined calculation cycle. Therefore, at a predetermined time, the vehicle driving assistance device 10 starts a process from step S1200 and continues with the process to step S1205 to determine whether the economy autonomous driving condition C3 is met. That is, the vehicle driving assistance device 10 determines whether it executes the economy autonomous driving control.

[0199] If the vehicle driving assistance device 10 determines "Yes" in step S1205, it proceeds to step S1210 to determine if the value of the hybrid driving mode flag X_HV is "1". That is, the vehicle driving assistance device 10 determines whether the driving mode is hybrid driving mode.

[0200] If the vehicle driving assistance device 10 detects "Yes" in step S1210, it proceeds to step S1215 to set the optimal drive power P_OPT based on the vehicle's own speed V. Then, the vehicle driving assistance device 10 proceeds to step S1295 to complete the execution of this routine. In this case, the economy autonomous driving control is executed based on the optimal drive power P_OPT set in step S1215.

[0201] If, however, the vehicle driving assistance device 10 determines "No" in step S1210, the vehicle driving assistance device 10 proceeds to step S1220 to determine whether the value of the engine drive mode flag X_EV is "1". That is, the vehicle driving assistance device 10 determines whether the driving mode is the engine drive mode.

[0202] If the vehicle driving assistance device 10 detects "Yes" in step S1220, it proceeds to step S1225 to set the optimal drive power P_OPT based on the vehicle's own speed V. Then, the vehicle driving assistance device 10 proceeds to step S1295 to complete the execution of this routine. In this case, the economy autonomous driving control is executed based on the optimal drive power P_OPT set in step S1225.

[0203] If, however, the vehicle driving assistance device 10 detects "No" in step S1220, it proceeds to step S1230 to set the optimal drive power P_OPT to zero. Then, it continues to step S1295 to complete the execution of this routine. In this case, the driving mode is neither hybrid nor engine driving mode. Therefore, as described above, the combustion engine activation continuation control is executed.

[0204] Furthermore, even if the vehicle driving assistance device 10 detects "No" in step S1205, it continues with the process to step S1230 to set the optimal drive power P_OPT to zero. Then, the vehicle driving assistance device 10 continues with the process to step S1295 to complete the execution of this routine once. In this case, the economy autonomous driving condition C3 is not met. Therefore, normal autonomous driving control is executed.

[0205] Furthermore, the vehicle driving assistance device 10 is configured to provide a Fig. The routine shown in Figure 13 is executed with the specified calculation cycle. Therefore, at a predetermined time, the vehicle driving assistance device 10 starts a process from step S1300 and continues with the process to step S1305 to determine whether the economy autonomous driving condition C3 is met. That is, the vehicle driving assistance device 10 determines whether it is currently executing the economy autonomous driving control.

[0206] If the vehicle driving assistance device 10 determines "Yes" in step S1305, it proceeds to step S1305 to determine that the value of the hybrid driving mode flag X_HV is "1". That is, the vehicle driving assistance device 10 determines whether it is currently driving its own vehicle 100 in hybrid driving mode.

[0207] If the vehicle driving assistance device 10 determines “Yes” in step S1310, the vehicle driving assistance device 10 proceeds to step S1315 to determine if the normal reverse detection condition C9 is met.

[0208] If the vehicle assistance device 10 detects "Yes" in step S1315, it proceeds to step S1320 to set the control vehicle spacing size dD to an initial vehicle spacing size dD1. Then, the vehicle assistance device 10 proceeds to step S1395 to complete the execution of this routine once. The initial vehicle spacing size dD1 is a relatively large value greater than zero. In this case, the economy vehicle spacing control is executed based on the set leading vehicle spacing range R_DF, which is determined by the initial vehicle spacing size dD1.

[0209] If, however, the vehicle driving assistance device 10 determines "No" in step S1315, it proceeds to step S1325 to set the control vehicle spacing size dD to a second vehicle spacing size dD2. Then, the vehicle driving assistance device 10 proceeds to step 1395 to complete the execution of this routine once. The second vehicle spacing size dD2 is greater than zero and less than the first vehicle spacing size dD1. In this case, the economy vehicle spacing control is executed based on the set forward vehicle spacing range R_DF, which is based on the second vehicle spacing size dD2 being smaller than the first vehicle spacing size dD1.

[0210] As described above, the vehicle driving assistance device 10 is configured to adjust the set forward vehicle distance range R_DF such that the set forward vehicle distance range R_DF, which is set when the normal reverse detection condition C9 is not met (i.e., the control range change condition that the following vehicle detection device, which detects following vehicle 300, is malfunctioning), is narrower than the set forward vehicle distance range R_DF, which is set when the normal reverse detection condition C9 is met (i.e., the control range change condition is not met), while the vehicle driving assistance device 10 performs the economy vehicle inter-vehicle distance control (i.e., the control to increase / decrease the vehicle inter-vehicle distance).

[0211] In other words, the vehicle driving assistance device 10 is configured to adjust the set forward vehicle distance range R_DF (i.e., the set control range) such that the set forward vehicle distance range R_DF, which is set when the reverse information acquisition device 52 (i.e., the following vehicle detection device that detects following vehicle 300) malfunctions, is smaller than the set forward vehicle distance range R_DF, which is set when the reverse information acquisition device 52 is functioning normally, while the vehicle driving assistance device 10 autonomously moves its own vehicle 100 through the economy vehicle distance control in hybrid driving mode (i.e., the autonomous driving control in the first driving mode).

[0212] If the following vehicle 300 is present and the distance DF to the vehicle ahead varies excessively and significantly while the own vehicle 100 is moving autonomously using the Economy vehicle spacing control, the following vehicle 300 may change its speed considerably. This can disrupt the smooth flow of traffic around the own vehicle 100, including the following vehicle 300. Therefore, to maintain the smooth flow of traffic around the own vehicle 100, the Economy vehicle spacing control should be activated to move the own vehicle 100 autonomously, taking into account the presence of the following vehicle 300.However, if the following vehicle 300 cannot be detected due to a malfunction of the reversing information acquisition device 52, the economy vehicle spacing control cannot be executed taking into account the existence of the following vehicle 300. Therefore, the own vehicle 100 cannot be moved by the economy vehicle spacing control to maintain the flow of traffic around the own vehicle 100.

[0213] With the vehicle driving assistance device 10, the set ahead vehicle distance range R_DF, which is set when the reverse information acquisition device 52 malfunctions, is smaller than the set ahead ahead vehicle distance range R_DF, which is set when the reverse information acquisition device 52 is functioning normally. This prevents excessive changes in the ahead vehicle distance DF. Therefore, the vehicle 100 can be moved autonomously by the economy vehicle distance control without disrupting the flow of traffic around the vehicle 100 when the reverse information acquisition device 52 is not functioning.

[0214] If the vehicle driving assistance device 10 determines "No" in step S1310, it proceeds to step S1330 to determine if the value of the engine driving mode flag X_EV is "1". That is, the vehicle driving assistance device 10 determines whether it is currently moving its own vehicle 100 in engine driving mode.

[0215] If the vehicle assistance device 10 detects "Yes" in step S1330, it proceeds to step S1335 to set the control vehicle spacing size dD to a third vehicle spacing size dD3. Then, the vehicle assistance device 10 proceeds to step S1395 to complete the execution of this routine once. The third vehicle spacing size dD3 is greater than zero and less than the second vehicle spacing size dD2. In this case, the economy vehicle spacing control is executed based on the set forward vehicle spacing range R_DF, which is based on the third vehicle spacing size dD3 being smaller than the second vehicle spacing size dD2.

[0216] As can be seen from the description above, the vehicle driving assistance device 10 is configured to perform the economy vehicle gap control (i.e., the control for increasing / decreasing the vehicle gap) either in hybrid driving mode (i.e., the first driving mode) or in engine driving mode (i.e., the second driving mode). In this respect, hybrid driving mode corresponds to a mode for moving the vehicle 100 by applying power to the vehicle 100 by activating both the internal combustion engine 21 and the electric motor 22, or only the internal combustion engine 21. On the other hand, engine driving mode corresponds to a mode for moving the vehicle 100 by applying power to the vehicle 100 by activating only the electric motor 22.

[0217] Furthermore, the set ahead vehicle distance range R_DF, which is set when the economy vehicle intermediate distance control is executed in hybrid driving mode (i.e. the first driving mode), is smaller than when the economy vehicle intermediate distance control is executed in engine driving mode (i.e. the second driving mode).

[0218] Furthermore, one condition for setting the smaller control vehicle inter-distance size dD includes a condition that the economy inter-distance control (i.e., the control to increase / decrease the inter-distance) is executed in hybrid driving mode (i.e., in the first driving mode). Additionally, the vehicle driving assistance device 10 is configured not to change the set forward vehicle distance range R_DF (i.e., the set inter-distance range), even if the normal reverse detection condition C9 is not met (i.e., the control range change condition is met), in a situation where the vehicle driving assistance device 10 is executing the economy inter-distance control (i.e., the control to increase / decrease the inter-distance) in engine driving mode (i.e., in the second driving mode).

[0219] In other words, the vehicle driving assistance device 10 is configured so that it does not change the control vehicle inter-distance size dD (i.e., the set control range) even if the reverse information acquisition device 52 (i.e., the following vehicle acquisition device that detects the following vehicle 300) malfunctions while the vehicle driving assistance device 10 is performing economy vehicle inter-distance control in engine driving mode (i.e., in second driving mode).

[0220] With the vehicle assistance device 10, the set ahead vehicle distance range R_DF is relatively narrow when the vehicle 100 is autonomously driven by the Economy vehicle distance control in engine driving mode. Therefore, the ahead vehicle distance DF does not vary excessively or significantly, even if the vehicle 100 continues to drive autonomously by the Economy vehicle distance control without changing the set ahead vehicle distance range R_DF in a situation where the following vehicle 300 cannot be detected due to a malfunction of the rear information acquisition device 52. Consequently, the following vehicle 300 does not change its speed significantly. Thus, there is a low probability that the flow of traffic around the vehicle 100 will be disrupted.Therefore, the own vehicle 100 can be moved autonomously by the Economy vehicle spacing control to maintain the flow of traffic around the own vehicle 100, even without changing the set ahead vehicle spacing range R_DF.

[0221] Furthermore, the vehicle driving assistance device 10 is configured to set the control vehicle inter-distance size dD (i.e., the set control range) such that the control vehicle inter-distance size dD set when the driving mode is the hybrid driving mode (i.e., the first driving mode capable of utilizing power other than that generated by the electricity of the power charging device 41) is greater than the control vehicle inter-distance size dD set when the driving mode is the engine driving mode (i.e., the second driving mode in which only the power generated by the electricity of the power charging device 41 is used) while the vehicle driving assistance device 10 is performing economy inter-distance control.

[0222] Furthermore, the vehicle driving assistance device 10 is configured to adjust the set forward vehicle distance range R_DF (i.e., the set vehicle inter-distance range) such that the set forward vehicle distance range R_DF, which is set when the vehicle driving assistance device 10 autonomously moves its own vehicle 100 via the economy vehicle inter-distance control in hybrid driving mode (i.e., the control to increase / decrease the vehicle inter-distance in the first driving mode), is greater than the set forward vehicle distance range R_DF, which is set when the vehicle driving assistance device 10 autonomously moves its own vehicle 100 via the economy vehicle inter-distance control in engine driving mode (i.e.,the control to increase / decrease the vehicle-to-vehicle distance in the second driving mode), while the vehicle driving assistance device 10 performs the economy vehicle-to-vehicle distance control (i.e., the distance increase / decrease control) by selectively performing the idle control (i.e., the power control in the first state) and the optimal driving performance control (i.e., the power control in the second state), and the normal reverse detection condition C9 is satisfied (i.e., the control range change condition is not satisfied).

[0223] If the set ahead vehicle distance range R_DF is large and autonomous driving control is active (i.e., the vehicle is autonomously moved by the economy vehicle distance control in hybrid driving mode, selectively executing idle control and optimal driving performance control), the effect of reducing energy consumption is generally significant. However, if the vehicle is autonomously moved by the economy vehicle distance control in engine driving mode, a wide ahead vehicle distance range R_DF does not significantly increase the effect of reducing energy consumption, but it can increase the likelihood of disrupting the flow of traffic around the vehicle.

[0224] With the vehicle driving assistance device 10, the set forward vehicle distance range R_DF, which is set when the driving mode is hybrid driving mode, is wider than the set forward vehicle distance range R_DF, which is set when the driving mode is engine driving mode, in a situation where the own vehicle 100 is moved autonomously by the economy vehicle intermediate distance control by selectively executing the idle control and the control for optimal driving performance, and the normal reverse detection condition C9 is met. Therefore, smooth traffic flow around the own vehicle 100 can be maintained, and a certain degree of energy consumption reduction can be achieved.

[0225] If, on the other hand, the vehicle driving assistance device 10 detects "No" in step S1330, it proceeds to step S1340 to set the control vehicle inter-distance parameter dD to zero. Then, it proceeds to step S1395 to complete the execution of this routine once. In this case, the driving mode is neither hybrid nor engine driving mode. Therefore, as described above, the internal combustion engine activation continuation control is executed.

[0226] If the vehicle assistance device 10 detects "No" in step S1305, it proceeds to step S1340 to set the control vehicle inter-distance size dD to zero. Then, the vehicle assistance device 10 proceeds to step S1395 to complete the execution of this routine once.

[0227] It should be noted that the present invention is not limited to the aforementioned embodiments, and various modifications may be used within the scope of the invention.

[0228] For example, the vehicle driving assistance device 10 can be configured to perform the economy vehicle speed control when its own vehicle speed V increases and reaches an upper limit vehicle speed V_U, which will be described in detail later, while the vehicle driving assistance device 10 performs the economy vehicle inter-distance control.

[0229] Furthermore, in a situation where the following vehicle 300 exists, as in Fig. As shown in Figure 3A, the vehicle driving assistance device 10 is configured to execute optimal driving performance control to accelerate its own vehicle 100 when the leading vehicle distance DF is less than the upper limit leading vehicle distance DF_U, but the following vehicle distance DR becomes equal to or less than the predetermined following vehicle distance DR_T, while the vehicle driving assistance device 10 is executing economy vehicle intermediate distance control. In this case, the vehicle driving assistance device 10 begins executing optimal driving performance control and then continues executing optimal driving performance control until the leading vehicle distance DF reaches the lower limit leading vehicle distance DF_L, even if the following vehicle distance DR becomes greater than the predetermined following vehicle distance DR_T.

[0230] Furthermore, in a situation where the following vehicle 300 is present, the vehicle driving assistance device 10 can be configured to determine a time for the start of the execution of the control for optimal driving performance in order to prevent the own vehicle 100 from getting too close to the following vehicle 300, taking into account a difference between the vehicle speed V of the own vehicle and the vehicle speed of the following vehicle 300, while the vehicle driving assistance device 10 executes the economy vehicle distance control.

[0231] It should be noted that in a situation where the following vehicle is 300, which is another vehicle close to the own vehicle is 100, as in Fig.Figure 3B shows that the vehicle driving assistance device 10 can be configured to perform the optimal driving performance control to accelerate the own vehicle 100 when the own vehicle speed V is greater than the lower limit vehicle speed V_L, but the following vehicle distance DR (i.e., a distance between the own vehicle 100 and the following vehicle 300) is equal to or less than a predetermined distance or the predetermined following vehicle distance DR_T, while the vehicle driving assistance device 10 performs the economy vehicle speed control.In this case, the vehicle driving assistance device 10 begins to execute the control for optimal driving performance and then continues to execute the control for optimal driving performance until its own vehicle speed V reaches the upper limit vehicle speed V_U, even if the following vehicle distance DR becomes greater than the predetermined following vehicle distance DR_T.

[0232] Furthermore, in a situation where the following vehicle 300 is present, the vehicle driving assistance device 10 can be configured to determine a time for the start of the execution of the control for optimal driving performance in order to prevent the own vehicle 100 from getting too close to the following vehicle 300, taking into account a difference between the vehicle speed V of the own vehicle and the vehicle speed of the following vehicle 300, while the vehicle driving assistance device 10 is executing the economy vehicle speed control.

Claims

[1] Vehicle driving assistance device (10) comprising an electronic control unit (90) configured to perform at least one of a control for increasing / decreasing a vehicle speed and a control for increasing / decreasing a vehicle distance, wherein the control for increasing / decreasing the vehicle speed corresponds to a control of the autonomous driving of one's own vehicle (100), while a vehicle speed of the own vehicle (100) is alternately increased and decreased within a set vehicle speed range, and wherein the control for increasing / decreasing the vehicle-to-vehicle distance corresponds to a control of the autonomous driving of the own vehicle (100), while a vehicle-to-vehicle distance between the own vehicle (100) and another vehicle (200) around the own vehicle (100) is alternately increased and decreased within a set vehicle-to-vehicle distance range, or while a time period that the own vehicle (100) needs to overcome the vehicle-to-vehicle distance is alternately increased and decreased within a set time period range, wherein the electronic control unit (90) is configured to: During the execution of the control to increase / decrease the vehicle speed, the set vehicle speed range should be adjusted so that the set vehicle speed range, which is set when a control range change condition is met, is narrower than the set vehicle speed range, which is set when the control range change condition is not met. wherein the control range change condition corresponds to a condition that a detection device (52) for a following vehicle, which detects a following vehicle (300), malfunctions; and During the execution of the control to increase / decrease the vehicle spacing, the set vehicle spacing range or the set time interval range should be adjusted so that the set vehicle spacing range or the set time interval range that is set when the control range change condition is met is narrower than the set vehicle spacing range or the set time interval range that is set when the control range change condition is not met. [2] Vehicle driving assistance device (10) according to claim 1, wherein the electronic control unit (90) is configured to perform at least one of a control to maintain vehicle speed and a control to maintain vehicle spacing, the control for maintaining the vehicle speed corresponds to a control of autonomous driving of the own vehicle (100) while the vehicle speed is maintained at a set vehicle speed, and the control for maintaining the vehicle-to-vehicle distance corresponds to a control of the autonomous driving of the own vehicle (100), while the vehicle-to-vehicle distance is maintained at a set vehicle-to-vehicle distance or the time period required by the own vehicle (100) to overcome the vehicle-to-vehicle distance is maintained at a set time period, and wherein the electronic control unit (90) is configured to: If a driving mode change condition is met while the control to increase / decrease vehicle speed is being executed, the execution of the control to increase / decrease vehicle speed should be terminated and the control to maintain vehicle speed should be executed. where the driving mode change condition corresponds to a condition that (i) the detection device (52) for the following vehicle is functioning normally, (ii) the following vehicle (300) is detected, and (iii) the distance between the detected following vehicle (300) and the vehicle (100) is equal to or less than a predetermined distance, or the time required by the detected following vehicle (300) to overcome the distance between the detected following vehicle (300) and the vehicle (100) is equal to or less than a predetermined time; and If the driving mode change condition is met while the control to increase / decrease the vehicle spacing is being executed, the execution of the control to increase / decrease the vehicle spacing should be terminated and the control to maintain the vehicle spacing should be executed. [3] Vehicle driving assistance device (10) according to claim 1, wherein the electronic control unit (90) is configured to perform the control to increase / decrease the vehicle speed and / or the control to increase / decrease the vehicle spacing in a first driving mode and in a second driving mode, wherein the first driving mode corresponds to a mode for driving one's own vehicle (100) by activating both an internal combustion engine (21) and an electric motor (22) or by activating only the internal combustion engine (21) to apply power to one's own vehicle (100), wherein the second driving mode corresponds to a mode for driving the own vehicle (100) by activating only the electric motor (22) to apply power to the own vehicle (100), The set vehicle speed range, which is set when the control to increase / decrease the vehicle speed is executed in the second driving mode, is smaller than the set vehicle speed range, which is set when the control to increase / decrease the vehicle speed is executed in the first driving mode. The set vehicle spacing range, which is set when the control to increase / decrease the vehicle spacing is executed in the second driving mode, is smaller than the set vehicle spacing range, which is set when the control to increase / decrease the vehicle spacing is executed in the first driving mode. The control range change condition includes a condition that the control to increase / decrease vehicle speed or the control to increase / decrease vehicle spacing is executed in the first driving mode, and the electronic control unit (90) is configured so that it does not change the set vehicle speed range or the set vehicle spacing range or the set time interval range, even if the control range change condition is met, while the control to increase / decrease the vehicle speed or the control to increase / decrease the vehicle spacing is performed in the second driving mode. [4] Vehicle driving assistance device (10) according to claim 3, wherein the electronic control unit (90) is configured to perform the control to increase / decrease the vehicle speed or the control to increase / decrease the vehicle spacing, while selectively performing power control in a first state and power control in a second state, wherein the first state corresponds to a state in which a power generation loss in a power device (20) of the own vehicle (100) or a power transmission loss from the power device (20) to driven wheels of the own vehicle (100) is reduced, wherein the second state corresponds to a state in which the power device (20) is mechanically or electrically connected to the driven wheels and power is applied to the driven wheels, and wherein the electronic control unit (90) is configured to adjust the set vehicle speed range or the set vehicle spacing range such that the set vehicle speed range or the set vehicle spacing range or the set time interval range that is set when the own vehicle (100) is driving autonomously by the control to increase / decrease vehicle speed or the control to increase / decrease vehicle spacing in the first driving mode is wider than the set vehicle speed range or the set vehicle spacing range or the set time interval range that is set,when the vehicle (100) is driving autonomously by means of the control to increase / decrease the vehicle speed or the control to increase / decrease the vehicle gap in the second driving mode, in a situation in which (i) the electronic control unit (90) is performing the control to increase / decrease the vehicle speed or the control to increase / decrease the vehicle gap while selectively performing the power control in the first state and the power control in the second state, and (ii) the control range change condition is not met. [5] Vehicle assistance method for performing at least one control for increasing / decreasing the vehicle speed and a control for increasing / decreasing the vehicle spacing, wherein the control for increasing / decreasing the vehicle speed corresponds to a control of the autonomous driving of one's own vehicle (100), while a vehicle speed of the own vehicle (100) is alternately increased and decreased within a set vehicle speed range, and wherein the control for increasing / decreasing the vehicle-to-vehicle distance corresponds to a control of the autonomous driving of the own vehicle (100), while a vehicle-to-vehicle distance between the own vehicle (100) and another vehicle (200) around the own vehicle (100) is alternately increased and decreased within a set vehicle-to-vehicle distance range, or while a time period that the own vehicle (100) needs to overcome the vehicle-to-vehicle distance is alternately increased and decreased within a set time period range, the vehicle assistance procedure comprises the following steps: During the execution of the control to increase / decrease the vehicle speed, the set vehicle speed range is adjusted such that the set vehicle speed range, which is set when a control range change condition is met, is narrower than the set vehicle speed range, which is set when the control range change condition is not met. wherein the control range change condition corresponds to a condition that a detection device (52) for a following vehicle, which detects a following vehicle (300), malfunctions; and During the execution of the control to increase / decrease the vehicle spacing, adjusting the set vehicle spacing range or the set time interval range such that the set vehicle spacing range or the set time interval range that is set when the control range change condition is met is narrower than the set vehicle spacing range or the set time interval range that is set when the control range change condition is not met. [6] Computer-readable storage medium that stores a vehicle driving assistance program configured to perform at least one of the following actions: a control to increase / decrease vehicle speed and a control to increase / decrease vehicle spacing, wherein the control for increasing / decreasing the vehicle speed corresponds to a control of the autonomous driving of one's own vehicle (100), while a vehicle speed of the own vehicle (100) is alternately increased and decreased within a set vehicle speed range, and wherein the control for increasing / decreasing the vehicle-to-vehicle distance corresponds to a control of the autonomous driving of the own vehicle (100), while a vehicle-to-vehicle distance between the own vehicle (100) and another vehicle (200) around the own vehicle (100) is alternately increased and decreased within a set vehicle-to-vehicle distance range, or while a time period that the own vehicle (100) needs to overcome the vehicle-to-vehicle distance is alternately increased and decreased within a set time period range, where the vehicle assistance program is configured to: During the execution of the control to increase / decrease the vehicle speed, the set vehicle speed range should be adjusted so that the set vehicle speed range, which is set when a control range change condition is met, is narrower than the set vehicle speed range, which is set when the control range change condition is not met. wherein the control range change condition corresponds to a condition that a detection device (52) for a following vehicle, which detects a following vehicle (300), malfunctions; and During the execution of the control to increase / decrease the vehicle spacing, the set vehicle spacing range or the set time interval range should be adjusted so that the set vehicle spacing range or the set time interval range that is set when the control range change condition is met is narrower than the set vehicle spacing range or the set time interval range that is set when the control range change condition is not met.

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