Driving control device, driving training device, and vehicle

Abstract

To provide a travel control device and a vehicle capable of reducing fuel consumption or electric power consumption.SOLUTION: The travel control device can execute the following (1) to (3). (1) when first and second preceding vehicles traveling in parallel in front of the vehicle are detected in a case where the ACC is enabled, inquiring of the driver whether or not to give priority to energy-saving traveling, (2) in a case where a response that does not give priority to energy-saving traveling is obtained, performing automatic traveling control to a position that faces a gap between the first and second preceding vehicles and corresponds to a set inter-vehicle distance, that is, automatic travel control is performed to a position corresponding to the shortest inter-vehicle distance SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present disclosure relates to a driving control device, a driving training device, and a vehicle. [Background technology]

[0002] Adaptive Cruise Control (ACC) is a well-known system that maintains a constant distance (inter-vehicle distance) between the vehicle and the vehicle ahead while driving at a constant speed. In vehicles equipped with ACC, while the ACC function is active, the ACC function automatically operates the accelerator and brakes without the driver having to operate them. This reduces the burden on the driver and also reduces fuel consumption or electricity consumption compared to when the driver drives manually.

[0003] A vehicle equipped with an ACC function is disclosed in, for example, Patent Document 1. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Publication No. 2022-117882 Summary of the Invention

[0005] A driving control device according to a first aspect of the present disclosure includes an acquisition unit and a driving control unit. The acquisition unit is capable of acquiring traffic data ahead of the vehicle and traffic participant data ahead of the vehicle. The driving control unit is capable of executing ACC based on the traffic data and traffic participant data acquired by the acquisition unit. The driving control unit is capable of executing the following (A1) to (A3). (A1) When ACC is enabled, when it is detected based on traffic data and traffic participant data that a first front vehicle and a second front vehicle are traveling side by side in front of the vehicle, a process is executed to inquire of the driver whether or not to prioritize energy-saving driving. (A2) When the acquisition unit acquires first data indicating that energy-saving driving is not prioritized as a response to the inquiry, the vehicle is automatically controlled to approach a position opposite the gap between the first forward vehicle and the second forward vehicle, and the vehicle is automatically controlled to maintain a vehicle-to-vehicle distance set by the driver. (A3) When the acquisition unit acquires second data indicating that energy-saving driving is prioritized as a response to the inquiry, the vehicle is controlled to automatically travel so as to approach a position facing the gap between the first forward vehicle and the second forward vehicle, and the automatic travel control is performed so that the distance is the shortest within a settable range.

[0006] A vehicle according to a second aspect of the present disclosure includes a driving control device. The driving control device includes an acquisition unit and a driving control unit. The acquisition unit is capable of acquiring traffic data ahead of the vehicle and traffic participant data ahead of the vehicle. The driving control unit is capable of executing ACC based on the traffic data and traffic participant data acquired by the acquisition unit. The driving control unit is capable of executing the following (B1) to (B3). (B1) When ACC is enabled, when it is detected based on the traffic data and the traffic participant data that a first front vehicle and a second front vehicle are traveling side by side in front of the vehicle, a process is executed to inquire of the driver whether or not to prioritize energy-saving driving. (B2) When the acquisition unit acquires first data indicating that energy-saving driving is not prioritized as a response to the inquiry, the vehicle is controlled to automatically drive so as to approach a position facing the gap between the first front vehicle and the second front vehicle, and the vehicle is controlled to automatically drive so as to maintain a vehicle-to-vehicle distance set by the driver. (B3) When the acquisition unit acquires second data indicating that energy-saving driving is prioritized as a response to the inquiry, the vehicle is controlled to automatically travel so as to approach a position facing the gap between the first forward vehicle and the second forward vehicle, and the automatic travel control is performed so as to make the distance as short as possible within a settable range.

[0007] A driving training device according to a third aspect of the present disclosure includes an acquisition unit and a control unit. The acquisition unit is capable of acquiring traffic data ahead of the vehicle and traffic participant data ahead of the vehicle. The control unit is capable of executing driving training based on the traffic data and traffic participant data acquired by the acquisition unit. The control unit is capable of executing the following (C1) and (C2). (C1) When it is detected based on the traffic data and the traffic participant data that a first front vehicle and a second front vehicle are traveling side by side in front of the vehicle, a process of inquiring of the driver as to whether or not to undergo driving training is executed. (C2) When the acquisition unit acquires data indicating consent to the driving training as a response to the inquiry, the acquisition unit performs a process of presenting the vehicle position when prioritizing energy-saving driving to the driver, and also performs a process of evaluating the vehicle position according to the degree of coincidence between the vehicle position and the presented vehicle position and presenting the result to the driver.

[0008] A vehicle according to a fourth aspect of the present disclosure includes a driving training device. The driving training device includes an acquisition unit and a control unit. The acquisition unit is capable of acquiring traffic data ahead of the vehicle and traffic participant data ahead of the vehicle. The control unit is capable of performing driving training based on the traffic data and traffic participant data acquired by the acquisition unit. The control unit is capable of performing the following (D1) and (D2). (D1) When it is detected based on the traffic data and the traffic participant data that a first front vehicle and a second front vehicle are traveling side by side in front of the vehicle, a process is executed to inquire of the driver whether or not to undergo driving training. (D2) When the acquisition unit acquires data indicating consent to the driving training as a response to the inquiry, the acquisition unit performs a process of presenting the vehicle position when prioritizing energy-saving driving to the driver, and also performs a process of evaluating the vehicle position according to the degree of coincidence between the vehicle position and the presented vehicle position and presenting the result to the driver. [Brief explanation of the drawings]

[0009] The accompanying drawings are included to provide a further understanding of the disclosure, and are incorporated in and constitute a part of this specification. The drawings illustrate one embodiment and, together with the description, serve to explain the principles of the disclosure.

[0010] [Figure 1] FIG. 1 is a diagram showing an example of a traffic situation in which two vehicles are traveling side by side ahead of a vehicle. [Figure 2] FIG. 2 is a diagram illustrating an example of a low fluid energy region caused by two vehicles in the traffic situation of FIG. [Figure 3] FIG. 3 is a diagram illustrating an example of functional blocks of a vehicle according to the first embodiment of the present disclosure. [Figure 4] FIG. 4 is a diagram showing an example of the exterior of the area around the driver's seat in the vehicle of FIG. [Figure 5] FIG. 5 is a diagram showing an example of the inter-vehicle distance table of FIG. [Figure 6] FIG. 6 is a diagram for explaining the inter-vehicle distance table of FIG. 5 using the expressway of FIG. [Figure 7] FIG. 7 is a diagram showing a modified example of the positional relationship between two vehicles running side by side in FIG. [Figure 8] FIG. 8 is a diagram showing an example of how the vehicle is moved to a position where energy-saving travel is possible in the traffic situation of FIG. [Figure 9] FIG. 9 is a diagram showing an example of how the vehicle is moved to a position where energy-saving travel is possible in the traffic situation of FIG. [Figure 10]FIG. 10 is a diagram for explaining an example of a driving control procedure in the vehicle of FIG. [Figure 11] FIG. 11 is a diagram illustrating an example of functional blocks of a vehicle according to the second embodiment of the present disclosure. [Figure 12] FIG. 12 is a diagram showing an example of the exterior of the area around the driver's seat in the vehicle of FIG. [Figure 13] FIG. 13 is a diagram showing an example of a traffic situation ahead of the vehicle shown in FIG. 12 as seen from the front window of the vehicle. [Figure 14] FIG. 14 is a diagram for explaining an example of a driving control procedure and a driving evaluation procedure in the vehicle of FIG. DETAILED DESCRIPTION OF THE INVENTION

[0011] ACC is a known system that maintains a constant distance between the vehicle and the vehicle ahead (inter-vehicle distance) while driving at a constant speed. In vehicles equipped with ACC, while the ACC function is operating, the ACC function automatically operates the accelerator and brakes without the driver having to operate them. This reduces the burden on the driver and also reduces fuel consumption or electricity consumption compared to when the driver drives manually.

[0012] Depending on the traffic conditions ahead of the vehicle, it may be possible to perform driving control that can further reduce fuel consumption or electricity consumption compared to simply using ACC. It is desirable to provide a driving control device and a vehicle that can reduce fuel consumption or electricity consumption. It is also desirable to provide a driving control device and a vehicle that can reduce fuel consumption or electricity consumption compared to simply using ACC. Furthermore, when a driver manually operates the steering wheel, accelerator, and brake of a vehicle, which are automatically achieved by the above-mentioned driving control, the driver operates the vehicle using their spatial cognitive ability. Vehicle operation by the driver using their spatial cognitive ability can serve as dementia prevention training for the driver. It is desirable to provide a dementia prevention training device and a vehicle that can prevent dementia in drivers. It is also desirable to provide a dementia prevention training device and a vehicle that can prevent dementia in drivers while reducing fuel consumption or electricity consumption.

[0013] Some exemplary embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings. Note that the following description illustrates one specific example of the present disclosure and should not be construed as limiting the present disclosure. For example, each element, including numerical values, shapes, materials, parts, the position of each part, and the connection method of each part, is merely an example and should not be construed as limiting the present disclosure. Furthermore, in the following exemplary embodiments, components not described in independent claims based on the highest concept of the present disclosure are optional and may be provided as needed. The drawings are schematic and are not intended to be drawn to scale. Throughout this specification and the drawings, components having substantially the same function and configuration are designated by the same reference numerals, and redundant description will be omitted. Furthermore, components not directly related to one embodiment of the present disclosure are not shown in the drawings.

[0014] The present disclosure will be described in the following order. 1. Energy-saving driving principle (Fig. 1, Fig. 2) 2. First embodiment (FIGS. 3 to 10) Example of energy-saving driving when ACC is ON 3. Second embodiment (FIGS. 11 to 14) Example of dementia prevention training when ACC is ON 4. Modification of the Second Embodiment Example of dementia prevention training when ACC is OFF

[0015] <1. Principles of energy-saving driving> Fig. 1 shows an example of a traffic situation in which two vehicles 100b and 100c are traveling side by side ahead of a vehicle 100a. Fig. 2 shows an example of a low fluid energy region α caused by the two vehicles 100b and 100c in the traffic situation shown in Fig. 1.

[0016] Generally, when a vehicle is traveling on an ordinary road or a highway, airflow occurs around the vehicle depending on the shape, size, speed, etc. of the vehicle. This airflow generates air resistance for the traveling vehicle and can be one of the factors that worsen the fuel efficiency and power consumption of the vehicle. On the other hand, when another vehicle (hereinafter referred to as the "forward vehicle") is traveling in front of the host vehicle, the airflow generated by the forward vehicle affects the airflow generated around the host vehicle. Behind the traveling forward vehicle, a region of low fluid energy (low fluid energy region) is generated by the airflow generated by the forward vehicle. When the host vehicle is traveling within the low fluid energy region, the air resistance generated for the host vehicle is smaller than when the host vehicle is traveling outside the low fluid energy region. Therefore, by driving the vehicle within the low fluid energy region, it is possible to improve the fuel efficiency and power consumption of the vehicle.

[0017] For example, as shown in FIG. 1, on a highway HW with two lanes in each direction, a vehicle 100a is traveling in lane La1 to the left of lane La. At this time, as shown in FIGS. 1 and 2, in front of the vehicle 100a, a vehicle 100b is traveling in lane La1, a vehicle 100c is traveling in lane La2 to the right of lane La, and the two vehicles 100b and 100c are traveling side by side. At this time, a low fluid energy region α is generated by the two vehicles 100b and 100c traveling side by side. In the low fluid energy region α, the low fluid energy region generated by vehicle 100b and the low fluid energy region generated by vehicle 100c exist separately in the vicinity of the two vehicles 100b and 100c, but are united at a location that is a predetermined distance or more away from the two vehicles 100b and 100c.

[0018] Here, in the low fluid energy region α, a region where the low fluid energy region generated by vehicle 100b and the low fluid energy region generated by vehicle 100c are integrated is defined as specific region X. Furthermore, when vehicles 100b and 100c are traveling far enough apart that the low fluid energy regions generated by vehicles 100b and 100c do not integrate, the low fluid energy regions generated by each of vehicles 100b and 100c are defined as specific region Y. In this case, when the fluid energy of specific region X and the fluid energy of specific region Y are compared using the distance from vehicles 100b and 100c as a parameter, the fluid energy of specific region X is lower than the fluid energy of specific region Y. Therefore, by having vehicle 100a travel in specific region X generated by two vehicles 100b and 100c, it is possible to further improve the fuel economy and electricity efficiency of vehicle 100a compared to when vehicle 100a travels in specific region Y generated by vehicle 100b or vehicle 100c.

[0019] Therefore, as a result of extensive research, the present applicant has come up with a method for further improving the fuel economy and electricity consumption of vehicle 100a by causing vehicle 100a to perform driving control that moves at least a portion of vehicle 100a into specific area X when two vehicles 100b, 100c are present ahead of vehicle 100a traveling side by side, as shown in Figures 1 and 2. A control unit 50 (described later) that realizes this method and a vehicle 1 (described later) equipped with such a control unit 50 will be described below.

[0020] Incidentally, if a driver manually operates the steering wheel, accelerator, and brake of the vehicle 100a, which are automatically realized by the above-described driving control, the driver will operate the vehicle 100a using his spatial cognitive ability. Vehicle operation by the driver using his spatial cognitive ability can serve as dementia prevention training for the driver. Therefore, after extensive research, the present applicant has come up with a method for preventing dementia in a driver by having the driver perform an operation to move at least a part of the vehicle 100a into a specific area X when two vehicles 100b, 100c are traveling parallel ahead of the vehicle 100a. A control unit 90 (described below) that realizes this method and a vehicle 2 (described below) equipped with such a control unit 90 will be described below.

[0021] 2. First Embodiment [composition] 3 illustrates an example of functional blocks of a vehicle 1 according to the first embodiment of the present disclosure. The vehicle 1 corresponds to a specific example of a vehicle 100a. As shown in FIG. 3, the vehicle 1 includes, for example, a sensor unit 10, a communication unit 20, an HMI (human-machine interface) 30, a storage unit 40, a control unit 50, a prime mover 60, a brake 70, and an ESP motor 80.

[0022] The sensor unit 10 is configured to include various sensors mounted on the vehicle 1. The sensor unit 10 is configured to include, for example, a vehicle speed sensor, an acceleration sensor, an angular velocity sensor, a steering angular velocity sensor, and a steering torque sensor. The sensor unit 10 may include sensors other than those described above.

[0023] The vehicle speed sensor is capable of detecting the speed (vehicle speed) of the vehicle 1. The vehicle speed sensor is capable of outputting time series data (vehicle speed data) about the detected vehicle speed to the control unit 50. The acceleration sensor is capable of detecting acceleration applied to the vehicle 1. The acceleration sensor is capable of outputting time series data (acceleration data) about the detected acceleration in three directions to the control unit 50. The angular velocity sensor is capable of detecting the angular velocity of the vehicle 1. The angular velocity sensor is capable of outputting time series data (angular velocity data) about the detected three angular velocities (yaw angular velocity, roll angular velocity, pitch angular velocity) to the control unit 50.

[0024] The steering angular velocity sensor is capable of detecting the rotation speed of the steering angle (steering wheel angle) of the steering wheel of the vehicle 1. The steering angular velocity sensor is capable of outputting time series data on the detected steering angular velocity to the control unit 50. The steering torque sensor is capable of detecting the steering torque generated by the driver's steering wheel operation. The steering torque sensor is capable of outputting time series data on the detected steering torque (steering torque TR) to the control unit 50.

[0025] The sensor unit 10 further includes a stereo camera mounted on the vehicle 1 and a driving environment detection unit. The stereo camera is an autonomous sensor that senses the real space around the vehicle 1. The stereo cameras are, for example, arranged at symmetrical positions on either side of the central part in the width direction of the vehicle 1, and are capable of capturing stereo images of the area in front of the vehicle 1 from different viewpoints. The stereo cameras are capable of outputting image data Da (a pair of stereo image data) obtained by capturing images to the control unit 50.

[0026] The stereo camera is capable of generating distance image data Db calculated from the amount of displacement between corresponding objects based on image data Da (a pair of stereo image data) obtained by capturing images. The driving environment detection unit is capable of, for example, calculating lane markings that divide the road around the vehicle 1 based on the distance image data Db. The driving environment detection unit is also capable of calculating the road curvature of the markings that divide the left and right sides of the road (driving lane) on which the vehicle 1 is traveling, and the width between the left and right markings (vehicle width). The driving environment detection unit is also capable of performing predetermined pattern matching on the distance image data Db to detect lanes and three-dimensional objects such as structures present around the vehicle 1.

[0027] Here, the detection of a three-dimensional object by the driving environment detection unit includes, for example, detecting the type of the three-dimensional object, the distance to the three-dimensional object, the speed of the three-dimensional object, and the relative speed between the three-dimensional object and the vehicle (host vehicle). Examples of three-dimensional objects to be detected include traffic lights, intersections, road signs, stop lines, other vehicles, pedestrians, bicycles, and buildings. Examples of buildings include detached houses, apartment complexes (condominiums), commercial facilities, factories, and signs. The driving environment detection unit is capable of outputting driving environment information around the vehicle 1, including the thus acquired information on the three-dimensional object, to the control unit 50.

[0028] The communication unit 20 can acquire data to supplement data that cannot be obtained from the image data Da and the distance image data Db, for example, through vehicle-to-vehicle communication, road-to-vehicle communication, and satellite communication. The communication unit 20 can output the acquired data to the control unit 50.

[0029] The communication unit 20 is capable of acquiring data (e.g., vehicle position, vehicle speed) obtained by other vehicles, for example, through vehicle-to-vehicle communication. The communication unit 20 is capable of receiving positioning signals transmitted from multiple positioning satellites, for example, through satellite communication.

[0030] The communication unit 20 is capable of acquiring road map data of the surroundings of the vehicle 1, for example, through road-to-vehicle communication. The road map data consists of, for example, highly accurate road map information (dynamic map), and has static information and quasi-static information that mainly constitute road information, and quasi-dynamic information and dynamic information that mainly constitute traffic information.

[0031] Static information that makes up road information includes information that must be updated within one month, such as roads, structures on roads, structures around roads, lane information, road surface information, and permanent traffic regulations. "Roads" include, for example, road location and shape information, as well as intersection and road attribute information (e.g., national highways, prefectural roads, city roads, private roads, priority roads, non-priority roads, general roads, expressways, number of lanes, presence or absence of median strips, presence or absence of dedicated right-turn lanes, time-delayed traffic, pedestrian-vehicle separation), etc. "Structures on roads" include, for example, traffic signs, traffic lights, convex mirrors, pedestrian bridges, bus stops, garbage collection stations, etc. "Structures around roads" include, for example, various buildings, parks, etc.

[0032] The quasi-static information that constitutes road information is composed of information that needs to be updated every hour, such as traffic regulation information due to road construction or events, wide-area weather information, and traffic congestion forecasts.

[0033] The semi-dynamic information that makes up traffic information is composed of information that must be updated within one minute, such as the actual traffic congestion situation at the time of observation, driving restrictions, temporary driving obstructions such as fallen objects and obstacles, actual accident conditions, and narrow-area weather information.

[0034] The dynamic information that constitutes the traffic information is composed of information that needs to be updated every second, such as information sent and exchanged between moving bodies, information on currently displayed traffic signals, information on pedestrians and bicycles at intersections, information on vehicles traveling on roads, etc. Such road map information is maintained and updated periodically until the next information is received from each vehicle, and the updated road map information is transmitted to each vehicle as appropriate via the communication unit 20.

[0035] 4, the HMI 30 includes a steering wheel 31, an accelerator pedal 32, a brake pedal 33, a meter panel display 34, a center panel display 35, a speaker 36, a microphone 37, and a paddle shifter 38. The meter panel display 34 includes, for example, a liquid crystal display panel or an organic EL display panel, and is capable of displaying information such as speed and engine RPM. The center panel display 35 includes, for example, a touch-input-enabled liquid crystal display panel or an organic EL display panel, and is capable of performing various settings for the vehicle 1.

[0036] The paddle shifter 38 is capable of receiving input of a driving mode setting value 43 from the driver. The paddle shifter 38 is, for example, a shift lever attached to the steering wheel 31. For example, when the driver presses the paddle shifter 38 for a long time, the paddle shifter 38 is capable of storing "1" as the driving mode setting value 43 in the storage unit 40. For example, when the driver presses the paddle shifter 38 for a long time again after previously storing "1" as the driving mode setting value 43 in the storage unit 40, the paddle shifter 38 is capable of storing "0" as the driving mode setting value 43 in the storage unit 40.

[0037] For example, when the driver briefly presses the paddle shifter 38 once, the paddle shifter 38 can store "2" as the driving mode setting value 43 in the storage unit 40. For example, when the driver briefly presses the paddle shifter 38 once again after previously storing "2" as the driving mode setting value 43 in the storage unit 40, the paddle shifter 38 can store "0" as the driving mode setting value 43 in the storage unit 40.

[0038] When the driving mode setting value 43 is "0", it means, for example, manual driving mode. When the driving mode setting value 43 is "1", it means, for example, cruise control mode. When the driving mode setting value 43 is "2", it means, for example, ACC mode. The driving mode setting value 43 can be "3" or "4", as described below. When the driving mode setting value 43 is "3", it means, for example, safe driving mode. When the driving mode setting value 43 is "4", it means, for example, energy saving mode. Note that the values ​​that can be taken by the driving mode setting value 43 are not limited to those described above. Furthermore, the means for setting the driving mode setting value 43 is not limited to the paddle shift 38. The various modes described above will be described in detail later.

[0039] The storage unit 40 is configured, for example, by a non-volatile memory, such as an EEPROM (Electrically Erasable Programmable Read-Only Memory), a flash memory, a resistance change memory, etc. The storage unit 40 stores, for example, a road map DB 41 and an inter-vehicle distance table 42, as shown in FIG.

[0040] The road map DB 41 includes high-precision road map information (dynamic map). This high-precision road map information, like road map information acquired from the outside through road-to-vehicle communication, mainly includes static information and quasi-static information constituting road information, and quasi-dynamic information and dynamic information constituting traffic information.

[0041] Inter-vehicle distance table 42 is a table in which a plurality of inter-vehicle distances D1 to D4 are defined for each type of road, as shown in Fig. 5, for example. In inter-vehicle distance table 42, for example, ordinary roads and expressways are defined as road types, and 30 m, 25 m, 20 m, and 15 m are defined as inter-vehicle distances D1 to D4 for ordinary roads, and 60 m, 50 m, 40 m, and 30 m are defined as inter-vehicle distances D1 to D4 for expressways. The values ​​of inter-vehicle distances D1 to D4 defined in inter-vehicle distance table 42 are not limited to those shown in Fig. 5. The number of inter-vehicle distances D1 to D4 defined in inter-vehicle distance table 42 is not limited to four.

[0042] Inter-vehicle distance D1 refers to the distance between vehicle 100a and vehicle 100b when vehicle 100a is traveling at first position A1 in traffic conditions on the expressway HW as shown in Figure 6, for example. Inter-vehicle distance D2 refers to the distance between vehicle 100a and vehicle 100b when vehicle 100a is traveling at second position A2 in traffic conditions on the expressway HW as shown in Figure 6, for example. Inter-vehicle distance D3 refers to the distance between vehicle 100a and vehicle 100b when vehicle 100a is traveling at third position A3 in traffic conditions on the expressway HW as shown in Figure 6, for example. Inter-vehicle distance D4 refers to the distance between vehicle 100a and vehicle 100b when vehicle 100a is traveling at fourth position A4 in traffic conditions on the expressway HW as shown in Figure 6, for example.

[0043] In FIG. 6, the energy-saving region γ corresponds to the specific region X described above, and is located opposite the gap β between the two vehicles 100b, 100c traveling side by side in the direction of extension of the lane La. The energy-saving region γ is strip-shaped extending in the direction of extension of the lane La. The energy-saving region γ is, for example, trapezoidal. The shape of the energy-saving region γ is not limited to a trapezoidal shape. In the energy-saving region γ, the end on the vehicle 100a side is located at a first position A1, and the end on the vehicle 100b side is located at a fourth position A4.

[0044] In Fig. 6, the first position A1, the second position A2, the third position A3, and the fourth position A4 are, for example, approximately the same size as the vehicle 100a when viewed from above. In Fig. 6, the first position A1, the second position A2, the third position A3, and the fourth position A4 are located within the lane La1 in which the vehicle 100a is traveling, and are located in an area that includes a portion of the energy-saving region γ. Therefore, when the vehicle 100a is traveling in the first position A1, the second position A2, the third position A3, or the fourth position A4, at least a portion of the vehicle 100a is located within the energy-saving region γ.

[0045] Here, "running side by side" typically refers to two vehicles 100b, 100c facing each other across a gap β in the width direction of lane La, as shown in FIG. 6. However, in this specification, two vehicles 100b, 100c traveling on different lanes La1, La2 are interpreted as "running side by side" when the two vehicles 100b, 100c satisfy the condition that the low fluid energy region generated by vehicle 100b and the low fluid energy region generated by vehicle 100c overlap over at least several tens of meters. Therefore, even when the vehicles 100b, 100c face each other across a gap β in a direction oblique to the width direction of lane La, as shown in FIG. 7, the two vehicles 100b, 100c are interpreted as "running side by side" as long as the above condition is satisfied.

[0046] The memory unit 40 stores a driving mode setting value 43 and a following distance setting value 44. The driving mode setting value 43 is data indicating one driving mode selected from a plurality of driving modes available to the vehicle 1. The driving mode setting value 43 is data indicating the driving mode, and is, for example, 0, 1, 2, 3, or 4. The driving mode setting value 43 is set, for example, by the paddle shifters 38. The driving mode setting value 43 may be set, for example, by a device other than the paddle shifters 38. The following distance setting value 44 is data indicating the following distance (set following distance) input by the driver. The following distance setting value 44 is data indicating the set following distance, and is, for example, D1, D2, D3, or D4. The following distance setting value 44 is set, for example, by a touch operation on the center panel display 35 by the driver. The following distance setting value 44 may be set, for example, by a method other than a touch operation on the center panel display 35 by the driver.

[0047] The inter-vehicle distance setting value 44 includes an inter-vehicle distance setting value for an ordinary road and an inter-vehicle distance setting value for an expressway. When the inter-vehicle distance setting value for an ordinary road is "1", it means that, for example, D1 (e.g., 30 m) is set as the inter-vehicle distance on the ordinary road. When the inter-vehicle distance setting value for an ordinary road is "2", it means that, for example, D2 (e.g., 25 m) is set as the inter-vehicle distance on the ordinary road. When the inter-vehicle distance setting value for an ordinary road is "3", it means that, for example, D3 (e.g., 20 m) is set as the inter-vehicle distance on the ordinary road. When the inter-vehicle distance setting value for an ordinary road is "4", it means that, for example, D4 ​​(e.g., 15 m) is set as the inter-vehicle distance on the ordinary road.

[0048] When the inter-vehicle distance setting value for the expressway is "1", it means that the inter-vehicle distance setting value for the expressway is, for example, D1 (e.g., 60 m) as the inter-vehicle distance on the expressway. When the inter-vehicle distance setting value for the expressway is "2", it means that the inter-vehicle distance setting value for the expressway is, for example, D2 (e.g., 50 m) as the inter-vehicle distance on the expressway. When the inter-vehicle distance setting value for the expressway is "3", it means that the inter-vehicle distance setting value for the expressway is, for example, D3 (e.g., 40 m) as the inter-vehicle distance on the expressway. When the inter-vehicle distance setting value for the expressway is "4", it means that the inter-vehicle distance setting value for the expressway is, for example, D4 ​​(e.g., 30 m) as the inter-vehicle distance on the expressway. Note that the values ​​that can be taken as the inter-vehicle distance setting value 44 are not limited to those mentioned above.

[0049] The control unit 50 is capable of controlling the entire vehicle 1. The control unit 50 is, for example, a so-called ECU (Electronic Control Unit) and is configured to include, for example, one or more processors and one or more memories. The control unit 50 may be configured to include, for example, a CPU (Central Processing Unit). In this case, the control unit 50 is capable of controlling the entire vehicle 1 by, for example, executing a program stored in a storage unit.

[0050] The control unit 50 includes, for example, a locator unit. The locator unit is capable of acquiring the position coordinates of the vehicle 1 based on the positioning signal received through the communication unit 20. The locator unit is capable of estimating the vehicle's position on a road map by map-matching the acquired position coordinates with route map information. Based on the acquired position coordinates of the vehicle 1, the locator unit acquires map information of a predetermined range including the vehicle 1 from map information stored in a road map DB (database) 41 (described later).

[0051] In an environment where it is not possible to receive valid positioning signals from positioning satellites due to reduced sensitivity, such as when driving inside a tunnel, the locator unit can switch to autonomous navigation, which estimates the vehicle's position based on the vehicle speed, angular velocity, and longitudinal acceleration detected by sensor unit 10, and estimate the vehicle's position on a road map.

[0052] As described above, the locator unit estimates the position of vehicle 1 (vehicle position) on a road map based on the positioning signal received through communication unit 20 or information detected by sensor unit 10, and is then able to determine the road type, etc. of the road on which vehicle 1 is traveling based on the estimated vehicle position on the road map.

[0053] The locator unit is capable of updating the road map information stored in the road map DB 41 to the latest version using road map information acquired through external communication (roadside-to-vehicle communication and vehicle-to-vehicle communication) via the communication unit 20. This information update is performed not only for static information but also for quasi-static information, quasi-dynamic information, and dynamic information. As a result, the road map information includes road information and traffic information acquired through communication with the outside of the vehicle, and information on moving objects such as vehicles traveling on roads is updated in approximately real time.

[0054] The locator unit verifies road map information based on the traveling environment information recognized as described above, and updates the road map information stored in the road map DB 41 to the latest version. This information update is performed not only on static information, but also on semi-static information, semi-dynamic information, and dynamic information. As a result, information on moving objects such as vehicles traveling on roads recognized as described above is updated in real time.

[0055] The control unit 50 further includes a driving control unit 52, for example, as shown in FIG. 3 . The driving control unit 52 corresponds to a specific example of a "driving control unit" of the present disclosure. The driving control unit 52 controls the vehicle 1 according to a driving mode. Examples of the driving modes include a manual driving mode and a driving control mode. The manual driving mode is a driving mode that requires the driver to maintain steering, and is a driving mode in which the vehicle 1 is driven according to driving operations such as steering, accelerator, and brake operations by the driver.

[0056] The driving control mode is a driving mode that supports the driver during driving operations by the driver to increase the safety of pedestrians, vehicles, and the like around the vehicle 200. In the driving control mode, the driving control unit 52 is capable of performing driving control (acceleration control, braking control, and steering control) to support the driver based on, for example, data acquired by a data acquisition unit 51a (described later). The driving control modes include an ACC mode, a safe driving mode, and an energy-saving mode.

[0057] The ACC mode is a driving mode in which the vehicle 1 (host vehicle) travels at a constant speed while maintaining a constant distance (inter-vehicle distance) between the host vehicle and a vehicle (forward vehicle) traveling ahead of the vehicle 1 in the lane La1 in which the vehicle 1 is traveling. In the ACC mode, the travel control unit 52 is capable of performing travel control (acceleration control, braking control, and steering control) for constant speed travel while maintaining a constant inter-vehicle distance between the host vehicle and the forward vehicle, for example, based on data acquired by the data acquisition unit 51a.

[0058] The safe driving mode is a driving mode that supports the driver in improving the fuel efficiency and electricity consumption of the vehicle 1 while prioritizing the driving safety of the vehicle 1. In the safe driving mode, the driving control unit 52 is capable of performing driving control (acceleration control, braking control, and steering control) for moving the vehicle 1 from the current position of the vehicle 1 to a target position set based on a set inter-vehicle distance described below, for example, based on data acquired by the data acquisition unit 51a and data obtained by an energy-saving driving control unit 51c described below.

[0059] The energy-saving mode is a driving mode that supports the driver in prioritizing improvement of fuel efficiency and electricity consumption of the vehicle 1. In the energy-saving mode, the driving control unit 52 is capable of performing driving control (acceleration control, braking control, and steering control) for moving the vehicle 1 from the current position of the vehicle 1 to a target position set based on the shortest inter-vehicle distance described below, for example, based on data acquired by the data acquisition unit 51a and data obtained by the energy-saving driving control unit 51c described below.

[0060] The driving control unit 52 is capable of reading out the driving mode setting value 43 from the memory unit 40 and setting the driving mode based on the read driving mode setting value 43. When the driving mode setting value 43 is "0", the driving control unit 52 is capable of setting the driving mode to the manual driving mode. When the driving mode is the manual driving mode, the driving control unit 52 is capable of setting a correction torque, which will be described later, to zero and controlling the prime mover 60, the brake 70, and the EPS motor 80 in response to the accelerator operation, the brake operation, and the steering wheel operation by the driver of the vehicle 1.

[0061] When the driving mode setting value 43 is "1," the driving control unit 52 can set the driving mode to the driving control mode. When the driving mode is the driving control mode, the driving control unit 52 can generate a correction torque required to support the driver based on the data acquired by the data acquisition unit 51a, and control the prime mover 60, the brake 70, and the EPS motor 80 using the generated correction torque.

[0062] When the driving mode setting value 43 is "2," the driving control unit 52 can set the driving mode to the ACC mode. When the driving mode is the ACC mode, the driving control unit 52 can generate a correction torque required for constant speed driving while maintaining a constant inter-vehicle distance between the host vehicle and a vehicle ahead, based on the data acquired by the data acquisition unit 51a, and control the prime mover 60, the brake 70, and the EPS motor 80 using the generated correction torque.

[0063] When the driving mode setting value 43 is "3," the driving control unit 52 can set the driving mode to the safe driving mode. When the driving mode is the safe driving mode, the driving control unit 52 can generate a correction torque required to move the vehicle 1 from the current position of the vehicle 1 to a target position set based on a set inter-vehicle distance, which will be described later, based on data acquired by the data acquisition unit 51a and data (control signal) acquired from the energy-saving driving control unit 51c, which will be described later, and can control the prime mover 60, the brake 70, and the EPS motor 80 using the generated correction torque.

[0064] When the driving mode setting value 43 is "4," the driving control unit 52 can set the driving mode to the energy-saving mode. When the driving mode is the energy-saving mode, the driving control unit 52 can generate a correction torque required to move the vehicle 1 from the current position of the vehicle 1 to a target position set based on the shortest inter-vehicle distance described below, based on data acquired by the data acquisition unit 51a and data (control signal) obtained from the energy-saving driving control unit 51c described below, and can control the prime mover 60, the brake 70, and the EPS motor 80 using the generated correction torque.

[0065] The driving control unit 52 includes, for example, an accelerator control unit 52a, a brake control unit 52b, and a steering control unit 52c as shown in FIG.

[0066] Accelerator control unit 52a is capable of controlling the torque of prime mover 60 based on a required torque corresponding to the amount of accelerator pedal depression by the driver of vehicle 1. Accelerator control unit 52a is further capable of controlling the torque of prime mover 60 based on a target torque obtained by adding the above-mentioned correction torque to the required torque. Prime mover 60 is configured to drive the steered wheels of vehicle 1, and is capable of driving the steered wheels of vehicle 1 in accordance with the required torque or target torque input from accelerator control unit 52a.

[0067] The brake control unit 52b is capable of controlling the torque (braking force) of the brake 70 based on a required torque corresponding to the amount of brake pedal depression by the driver of the vehicle 1. The brake control unit 52b is further capable of controlling the torque (braking force) of the brake 70 based on a target torque obtained by adding the above-mentioned correction torque to the required torque. The brake 70 is configured to brake the steered wheels of the vehicle 1, and is capable of braking the steered wheels of the vehicle 1 in accordance with the required torque or target torque input from the brake control unit 52b.

[0068] The steering control unit 52c is capable of deriving a steering assist torque that assists the steering torque generated by the driver's steering wheel operation, and setting an EPS torque corresponding to the derived steering assist torque. The steering control unit 52c is capable of outputting a control signal to the EPS motor 80 so that the output torque of the EPS motor 80 becomes the set EPS torque. The steering control unit 323 is capable of outputting a control signal to the EPS motor 80 so that the output torque of the EPS motor 80 becomes the EPS torque that takes into account the above-mentioned correction torque. The EPS motor 80 generates an output torque based on the input control signal, and is capable of controlling the steering angle of the steering wheel.

[0069] The control unit 50 further includes an energy-saving control unit 51, for example, as shown in FIG. 3. The energy-saving control unit 51 includes a data acquisition unit 51a, a parallel running vehicle detection unit 51b, and an energy-saving travel control unit 51c, for example, as shown in FIG. 3. The data acquisition unit 51a corresponds to a specific example of an "acquisition unit" in the present disclosure. The parallel running vehicle detection unit 51b and the energy-saving travel control unit 51c correspond to a specific example of a "travel control unit" in the present disclosure.

[0070] The data acquisition unit 51a is capable of periodically acquiring data on the situation or state of the vehicle 1. Specifically, the data acquisition unit 51a is capable of periodically acquiring, by monitoring, various data obtained from the sensor unit 10, various data obtained from the outside via the communication unit 20, and various control signals for various devices of the vehicle 1. The data acquisition unit 51a is further capable of acquiring map data of the surroundings of the vehicle 1 from the road map DB 41 in the storage unit 40.

[0071] The data acquisition unit 51a is capable of acquiring traffic data ahead of the traveling vehicle 1 based on the acquired data (various data acquired from the sensor unit 10, various data acquired from the outside via the communication unit 20, various data acquired from the HMI 30, various control signals for various devices of the vehicle 1, and map data acquired from the road map DB 41). The data acquisition unit 51a is capable of acquiring data on the vehicle 1 and traffic participants ahead of the vehicle 1 based on the acquired data (various data acquired from the sensor unit 10, various data acquired from the outside via the communication unit 20, various data acquired from the HMI 30, various control signals for various devices of the vehicle 1, and map data acquired from the road map DB 41).

[0072] The traffic data ahead of the vehicle 1 included in the data obtained by the data acquisition unit 51a includes, for example, the road information described above, and corresponds to a specific example of "traffic data ahead of the vehicle" according to an embodiment of the present disclosure. The traffic participant data ahead of the vehicle 1 included in the data obtained by the data acquisition unit 51a includes, for example, the traffic information described above, and corresponds to a specific example of "traffic participant data ahead of the vehicle" according to an embodiment of the present disclosure.

[0073] The parallel running vehicle detection unit 51b is capable of detecting whether two vehicles traveling ahead of the vehicle 1 are traveling side by side, based on the data obtained by the data acquisition unit 51a. For example, the parallel running vehicle detection unit 51b is capable of detecting whether the vehicles 100b and 100c are traveling side by side ahead of the vehicle 1 (vehicle 100a), based on the data obtained by the data acquisition unit 51a when the traffic situation ahead of the vehicle 1 (vehicle 100a) is as shown in FIG.

[0074] When the parallel running vehicle detection unit 51b detects that two vehicles ahead of the vehicle 1 are running parallel to each other, the parallel running vehicle detection unit 51b is capable of executing a process of inquiring of the driver as to whether or not to prioritize energy-saving driving. The parallel running vehicle detection unit 51b is capable of, for example, generating an audio signal for the inquiry and outputting the audio signal to the HMI 30 (speaker 36). When the audio signal for the inquiry is input, the speaker 36 is capable of outputting audio corresponding to the input audio signal. The speaker 36 is capable of outputting, for example, an audio message inquiring as to whether or not to prioritize energy-saving driving.

[0075] The parallel running vehicle detection unit 51b is capable of acquiring a response from the driver to the above inquiry. For example, after the above voice message is output from the speaker 36, the microphone 37 is capable of collecting the driver's response (voice) to the above voice message. The microphone 37 is capable of converting the driver's voice obtained by the collected voice into an audio signal and outputting it to the control unit 50 (parallel running vehicle detection unit 51b). The parallel running vehicle detection unit 51b is capable of acquiring a response from the driver to the above inquiry by analyzing the audio signal input from the microphone 37.

[0076] The parallel running vehicle detection unit 51b is capable of analyzing whether the answer from the driver to the above inquiry corresponds to data (first data) indicating that energy-saving driving is not prioritized, or data (second data) indicating that energy-saving driving is prioritized. If, as a result of the analysis, the answer from the driver to the above inquiry corresponds to data indicating that energy-saving driving is not prioritized (i.e., that safe driving is prioritized), the parallel running vehicle detection unit 51b is capable of outputting a control flag indicating that energy-saving driving is not prioritized to the energy-saving driving control unit 51c. If, as a result of the analysis, the answer from the driver to the above inquiry corresponds to data indicating that energy-saving driving is prioritized, the parallel running vehicle detection unit 51b is capable of outputting a control flag indicating that energy-saving driving is prioritized to the energy-saving driving control unit 51c.

[0077] When the energy-saving driving control unit 51c acquires a control flag indicating that energy-saving driving is not prioritized, it is capable of storing "3" as the driving mode setting value 43 in the storage unit 40. When the energy-saving driving control unit 51c acquires a control flag indicating that energy-saving driving is not prioritized, it is capable of automatically controlling the driving of the vehicle 1 so that the vehicle 1 approaches a position facing the gap between the two vehicles traveling side by side in the direction of extension of the lane on which the two vehicles travel, and also so that the inter-vehicle distance is set to the inter-vehicle distance set by the driver (set inter-vehicle distance). The energy-saving driving control unit 51c is capable of generating a control signal required to realize such automatic driving control based on the data acquired by the data acquisition unit 51a, and outputting the control signal to the driving control unit 52.

[0078] The energy-saving travel control unit 51c is capable of acquiring the type of lane on which the vehicle 1 (vehicle 100a) is traveling, based on the data acquired by the data acquisition unit 51a. The energy-saving travel control unit 51c is capable of reading the following distance setting value 44 from the storage unit 40, and reading the following distance (set following distance) corresponding to the lane type and following distance setting value 44 from the following distance table 42 in the storage unit 40. For example, assume that the type of lane is an expressway, and the set following distance read from the following distance table 42 is D2. In this case, the energy-saving travel control unit 51c is capable of reading the following distance D2 (for example, 50 m) on the expressway from the following distance table 42. The energy-saving driving control unit 51c is capable of generating a control signal required to move the vehicle 1 (vehicle 100a) to a target position (second position A2) corresponding to a set inter-vehicle distance (e.g., 50 m) read from the inter-vehicle distance table 42 based on data acquired by the data acquisition unit 51a in the traffic conditions shown in Figure 8, for example, and outputting the control signal to the driving control unit 52.

[0079] When the energy-saving driving control unit 51c acquires a control flag indicating that energy-saving driving is prioritized, it is capable of storing "4" in the storage unit 40 as the driving mode setting value 43. When the energy-saving driving control unit 51c acquires a control flag indicating that energy-saving driving is prioritized, it is capable of performing automatic driving control of the vehicle 1 so that the vehicle 1 approaches a position facing the gap between the two vehicles traveling side by side in the direction of extension of the lane on which the two vehicles travel side by side, and so that the inter-vehicle distance is the shortest within the range that can be set in the inter-vehicle distance table 42. The energy-saving driving control unit 51c is capable of generating control signals required to realize such automatic driving control based on the data acquired by the data acquisition unit 51a, and outputting the control signals to the driving control unit 52.

[0080] The energy-saving traveling control unit 51c is further capable of acquiring the type of lane on which the vehicle 1 (vehicle 100a) is traveling, based on the data acquired by the data acquisition unit 51a. The energy-saving traveling control unit 51c is further capable of reading out the shortest inter-vehicle distance (shortest inter-vehicle distance) for the acquired lane type, within a range that can be set in the inter-vehicle distance table 42, from the inter-vehicle distance table 42 in the storage unit 40. For example, assume that the type of lane is an expressway, and the shortest inter-vehicle distance on the expressway is D4. In this case, the energy-saving traveling control unit 51c is capable of reading out the inter-vehicle distance D4 on the expressway (for example, 30 m) from the inter-vehicle distance table 42. The energy-saving driving control unit 51c is capable of generating a control signal required to move the vehicle 1 (vehicle 100a) to a target position (fourth position A4) corresponding to the shortest inter-vehicle distance (e.g., 30 m) read from the inter-vehicle distance table 42 based on data acquired by the data acquisition unit 51a in the traffic conditions shown in Figure 9, for example, and outputting the control signal to the driving control unit 52.

[0081] When the energy-saving driving control unit 51c acquires any of the above-mentioned control flags, it is possible to automatically control the driving of the vehicle 1 (vehicle 100a) so that the vehicle 1 (vehicle 100a) does not enter the lane La2 adjacent to the lane La1 in which the vehicle 1 (vehicle 100a) is traveling, as shown in, for example, FIGS. 8 and 9. In the safe driving mode or the energy-saving mode, the energy-saving driving control unit 51c is able to store "2" as the driving mode setting value 43 in the memory unit 40 after the inter-vehicle distance of the vehicle 1 (vehicle 100a) becomes the set inter-vehicle distance or the shortest inter-vehicle distance. This switches the driving mode to the ACC mode, and the energy-saving driving control unit 51c is able to generate a control signal required to execute ACC and output it to the driving control unit 52.

[0082] [Operation] Next, the operation of the control unit 50 of the vehicle 1 will be described with reference to Fig. 10. Fig. 10 is a diagram for explaining an example of a driving control procedure in the vehicle 1.

[0083] The control unit 50 acquires, in the data acquisition unit 51a, various data from the sensor unit 10, various data from the outside via the communication unit 20, various control signals for various devices of the vehicle 1, and map data of the surroundings of the vehicle 1 from the road map DB 41 in the storage unit 40. Based on the data acquired in the data acquisition unit 51a, the control unit 50 acquires traffic data ahead of the traveling vehicle 1, data on the vehicle 1 and traffic participants ahead of the vehicle 1, etc. (step S101).

[0084] The driver of the vehicle 1 sets a driving mode setting value 43, for example, by using the paddle shifter 38, and stores the setting value in the storage unit 40. The driver of the vehicle 1 sets a following distance setting value 44, for example, by a touch operation on the center panel display 35, and stores the setting value in the storage unit 40.

[0085] The control unit 50 sets the driving mode based on the driving mode setting value 43. If the driving mode setting value 43 is a value corresponding to the ACC mode (for example, "2"), the control unit 50 sets the driving mode to the ACC mode. If the driving mode is the ACC mode (step S102; Y), the control unit 50 determines whether the following distance setting value 44 is set in the memory unit 40 (step S103). If the following distance setting value 44 is not set in the memory unit 40 (step S103; N), the control unit 50 requests setting of the following distance (step S104). The control unit 50 outputs, for example, a voice message for setting the following distance from the speaker 36.

[0086] If the inter-vehicle distance setting value 44 is set in the storage unit 40 (step S103; Y), the control unit 50 determines whether or not there are two vehicles traveling parallel ahead of the vehicle 1 based on the data acquired by the data acquisition unit 51a (step S105). If there are not two vehicles traveling parallel ahead of the vehicle 1 (step S105; N), the control unit 50 determines whether or not there is one vehicle ahead of the vehicle 1 based on the data acquired by the data acquisition unit 51a (step S106). If there is not one vehicle ahead of the vehicle 1 (step S106; N), the control unit 50 ends the driving control of the vehicle 1.

[0087] If there is one vehicle ahead of the vehicle 1 (step S106; Y), the control unit 50 sets a target position based on the inter-vehicle distance set by the driver (set inter-vehicle distance) (step S107). The target position is different from the above-mentioned first position A1, etc., and is, for example, the center position in the width direction of the lane in which the vehicle 1 is traveling. The control unit 50 performs driving control (acceleration control, brake control, and steering control) to move the vehicle 1 from the current position to the target position based on the data acquired by the data acquisition unit 51a. As a result, the vehicle 1 performs automatic driving from the current position to the target position (step S108). After the vehicle 1 reaches the target position, the control unit 50 executes ACC at the set inter-vehicle distance (step S109). As a result, the vehicle 1 performs automatic driving at the set inter-vehicle distance and at a constant speed.

[0088] When the control unit 50 determines in step S105 that there are two vehicles traveling parallel ahead of the vehicle 1 (step S105; Y), it executes a process of inquiring of the driver as to whether or not to prioritize energy-saving traveling. At this time, for example, a voice message inquiring as to whether or not to prioritize energy-saving traveling is output from the speaker 36. When the control unit 50 acquires a response from the driver to the above-mentioned inquiry, it determines whether the acquired response indicates that energy-saving traveling is not prioritized or indicates that energy-saving traveling is prioritized (step S110).

[0089] If the acquired response indicates that energy-saving driving is not prioritized (step S110; N), the control unit 50 sets a target position based on the inter-vehicle distance set by the driver (set inter-vehicle distance) (step S111). The target position is a target position (e.g., second position A2) corresponding to the set inter-vehicle distance read from the inter-vehicle distance table 42. The control unit 50 performs driving control (acceleration control, brake control, and steering control) to move the vehicle 1 from the current position to the target position based on the data acquired by the data acquisition unit 51a. As a result, the vehicle 1 automatically drives from the current position to the target position (step S112). After the vehicle 1 reaches the target position, the control unit 50 executes ACC at the set inter-vehicle distance (step S113). As a result, the vehicle 1 automatically drives at the set inter-vehicle distance and at a constant speed.

[0090] If the acquired response indicates that energy-saving driving is prioritized (step S110; Y), the control unit 50 sets the target position based on the shortest inter-vehicle distance acquired from the inter-vehicle distance table 42 (step S114). The control unit 50 performs driving control (acceleration control, braking control, and steering control) to move the vehicle 1 from the current position to the target position based on the data acquired by the data acquisition unit 51a. As a result, the vehicle 1 automatically drives from the current position to the target position (step S115). After the vehicle 1 reaches the target position, the control unit 50 executes ACC at the set inter-vehicle distance (step S116). As a result, the vehicle 1 automatically drives at the set inter-vehicle distance and at a constant speed. In this manner, driving control of the vehicle 1 is performed.

[0091] [effect] Next, the effects of the vehicle 1 according to this embodiment will be described.

[0092] In this embodiment, when ACC is enabled (when the driving mode is the ACC mode), if two vehicles traveling side by side ahead of the vehicle 1 are detected based on data acquired by the data acquisition unit 51a, an inquiry is made to the driver as to whether or not to prioritize energy-saving traveling. If the response to the inquiry indicates that energy-saving traveling is not prioritized, the automatic traveling of the vehicle 1 is controlled so that the vehicle 1 approaches a position facing the gap between the two vehicles traveling side by side ahead of the vehicle 1, and the automatic traveling of the vehicle 1 is controlled so that the inter-vehicle distance is set to the set inter-vehicle distance (set inter-vehicle distance) set by the driver. On the other hand, if the response to the inquiry indicates that energy-saving traveling is prioritized, the automatic traveling of the vehicle 1 is controlled so that the vehicle 1 approaches a position facing the gap between the two vehicles traveling side by side ahead of the vehicle 1, and the automatic traveling of the vehicle 1 is controlled so that the inter-vehicle distance is set to the shortest inter-vehicle distance acquired from the inter-vehicle distance table 42. This allows at least a portion of the vehicle 1 to travel within a low fluid energy region generated by the two vehicles traveling side by side ahead of the vehicle 1. As a result, the fuel economy and electricity efficiency of the vehicle 1 can be improved compared to when the vehicle 1 is driven outside the low fluid energy region.

[0093] In this embodiment, the automatic driving of vehicle 1 is controlled so that vehicle 1 does not enter a lane adjacent to the lane in which vehicle 1 is traveling. For example, driving control (acceleration control, braking control, and steering control) is performed to move vehicle 1 to a position (e.g., first position A1, second position A2, third position A3, and fourth position A4) in which vehicle 1 will not enter lane La2 adjacent to lane La1 in which vehicle 1 is traveling. This prevents vehicle 1 from traveling across lane markings. As a result, for example, a vehicle traveling behind vehicle 1 can overtake vehicle 1 while traveling in a lane adjacent to the lane in which vehicle 1 is traveling. Therefore, the fuel economy and power efficiency of vehicle 1 can be improved without interfering with the traveling of vehicles around vehicle 1.

[0094] In this embodiment, after vehicle 1 reaches the target position, ACC is executed at a set inter-vehicle distance. This allows at least a portion of vehicle 1 to continue traveling within a low fluid energy region created by two vehicles traveling side by side ahead of vehicle 1. As a result, the fuel economy and electricity efficiency of vehicle 1 can be improved compared to when vehicle 1 continues traveling outside the low fluid energy region.

[0095] 3. Second Embodiment [composition] 11 illustrates an example of functional blocks of a vehicle 2 according to the second embodiment of the present disclosure. The vehicle 2 corresponds to a specific example of a vehicle 100a. As shown in FIG. 11, the vehicle 2 includes, for example, a sensor unit 10, a communication unit 20, an HMI 30, a storage unit 40, a control unit 90, a motor 60, a brake 70, and an ESP motor 80.

[0096] In this embodiment, the HMI 30 further includes a HUD (head-up display) 39, as shown in Fig. 12. The HUD 39 is a display device that projects an image onto a display surface 39A of the front windshield FW, thereby superimposing the projected image on the scenery ahead of the vehicle 2.

[0097] In this embodiment, the storage unit 40 further stores, for example, a front position table 45 and a HUD position table 46 as shown in FIG.

[0098] The front position table 45 includes position data of the road ahead of the vehicle 2 for each pixel in the image data Da or the distance image data Db. Assume that the image data Da or the distance image data Db is configured with m×n pixels, where m is the number of pixels in the X direction (the direction corresponding to the width direction of the road ahead of the vehicle 2) and n is the number of pixels in the Y direction (the direction corresponding to the extension direction of the road ahead of the vehicle 2). In this case, the front position table 45 specifies, for example, that the position data of the (m / 2)th pixel in the X direction of the image data Da or the distance image data Db and the nth pixel in the Y direction of the image data Da or the distance image data Db is the center position of the vehicle 2 in the width direction and a position 20 m ahead from the front end of the vehicle 2. Furthermore, the forward position table 45 specifies, for example, that the position data of the m / 2th pixel in the X direction of the image data Da or the distance image data Db and the first pixel in the Y direction of the image data Da or the distance image data Db is the center position in the width direction of the vehicle 2 and a position 5 m ahead from the front end of the vehicle 2.

[0099] The HUD position table 46 includes position data of the road ahead of the vehicle 2 for each pixel on the display surface 39A (the image displayed on the display surface 39A). Assume that the image displayed on the display surface 39A is configured with m×n pixels, where m is the number of pixels in the X direction (the width direction of the display surface 39A) and n is the number of pixels in the Y direction (the height direction of the display surface 39A). In this case, the HUD position table 46 specifies, for example, position data of the (m / 2)th pixel in the X direction of the image displayed on the display surface 39A and the nth pixel in the Y direction of the image displayed on the display surface 39A as being at the center position in the width direction of the vehicle 2 and at a position 10 m ahead from the front end of the vehicle 2. The HUD position table 46 also specifies, for example, position data of the (m / 2)th pixel in the X direction of the image displayed on the display surface 39A and the first pixel in the Y direction of the image displayed on the display surface 39A as being at the center position in the width direction of the vehicle 2 and at a position 3 m ahead from the front end of the vehicle 2.

[0100] The control unit 90 has, for example, a training control unit 53 and a driving control unit 52, as shown in FIG. 11 . The training control unit 53 has, for example, a data acquisition unit 53a, a parallel running vehicle detection unit 53b, a training suggestion unit 53c, a training evaluation unit 53d, a HUD drawing control unit 53e, and an ACC execution unit 53f, as shown in FIG. 11 . The data acquisition unit 53a corresponds to a specific example of an "acquisition unit" in the present disclosure. The parallel running vehicle detection unit 53b, the training suggestion unit 53c, the training evaluation unit 53d, the HUD drawing control unit 53e, and the ACC execution unit 53f correspond to a specific example of a "driving control unit" in the present disclosure.

[0101] The data acquisition unit 53a is capable of periodically acquiring data on the situation or state of the vehicle 2. Specifically, the data acquisition unit 53a is capable of periodically acquiring, by monitoring, various data obtained from the sensor unit 10, various data obtained from the outside via the communication unit 20, and various control signals for various devices of the vehicle 2. The data acquisition unit 53a is further capable of acquiring map data of the surroundings of the vehicle 2 from the road map DB 41 in the storage unit 40.

[0102] The data acquisition unit 53a is capable of acquiring traffic data ahead of the traveling vehicle 2 based on the acquired data (various data acquired from the sensor unit 10, various data acquired from the outside via the communication unit 20, various data acquired from the HMI 30, various control signals for various devices of the vehicle 2, and map data acquired from the road map DB 41). The data acquisition unit 53a is capable of acquiring data on the vehicle 2 and traffic participants ahead of the vehicle 2 based on the acquired data (various data acquired from the sensor unit 10, various data acquired from the outside via the communication unit 20, various data acquired from the HMI 30, various control signals for various devices of the vehicle 2, and map data acquired from the road map DB 41).

[0103] The traffic data ahead of the vehicle 2 included in the data obtained by the data acquisition unit 53a includes, for example, the road information described above, and corresponds to a specific example of "traffic data ahead of the vehicle" according to an embodiment of the present disclosure. The traffic participant data ahead of the vehicle 2 included in the data obtained by the data acquisition unit 53a includes, for example, the traffic information described above, and corresponds to a specific example of "traffic participant data ahead of the vehicle" according to an embodiment of the present disclosure.

[0104] The parallel running vehicle detection unit 53b is capable of detecting whether two vehicles traveling ahead of the vehicle 2 are traveling side by side, based on the data obtained by the data acquisition unit 53a. For example, the parallel running vehicle detection unit 53b is capable of detecting whether the vehicles 100b and 100c are traveling side by side ahead of the vehicle 2 (vehicle 100a), based on the data obtained by the data acquisition unit 53a when the traffic situation ahead of the vehicle 2 (vehicle 100a) is as shown in FIG.

[0105] When it is detected that two vehicles traveling side by side ahead of the vehicle 2, the training suggestion unit 53c is capable of executing a process of inquiring of the driver as to whether or not to undergo dementia prevention training. The training suggestion unit 53c is capable of, for example, generating an audio signal for the inquiry and outputting the audio signal to the HMI 30 (speaker 36). When the audio signal for the inquiry is input, the speaker 36 is capable of outputting audio corresponding to the input audio signal. The speaker 36 is capable of outputting, for example, an audio message inquiring as to whether or not to undergo dementia prevention training.

[0106] The training suggestion unit 53c is capable of acquiring a response from the driver to the above inquiry. For example, after the above voice message is output from the speaker 36, the microphone 37 is capable of collecting the driver's response (voice) to the above voice message. The microphone 37 is capable of converting the driver's voice obtained by the sound collection into an audio signal and outputting it to the control unit 50 (training suggestion unit 53c). The training suggestion unit 53c is capable of acquiring a response from the driver to the above inquiry by analyzing the audio signal input from the microphone 37.

[0107] The training suggestion unit 53c is capable of analyzing whether the driver's response to the above inquiry corresponds to data indicating consent to the dementia prevention training or data indicating non-consent to the dementia prevention training. If, as a result of the analysis, the training suggestion unit 53c determines that the driver's response to the above inquiry corresponds to data indicating consent to the dementia prevention training, the training suggestion unit 53c is capable of outputting a control flag indicating consent to the dementia prevention training to the training evaluation unit 53d. If, as a result of the analysis, the driver's response to the above inquiry corresponds to data indicating non-consent to the dementia prevention training, the training suggestion unit 53c is capable of outputting a control flag indicating execution of ACC to the ACC execution unit 53f.

[0108] When the training evaluation unit 53d acquires a control flag indicating consent to the dementia prevention training, it is capable of storing "0" in the storage unit 40 as the driving mode setting value 43. When the training evaluation unit 53d acquires a control flag indicating consent to the dementia prevention training, it is capable of performing a process of presenting to the driver a vehicle position (hereinafter referred to as a "target position") when prioritizing energy-saving driving. Specifically, the target position is a position that faces the gap between the two vehicles traveling side by side in the extension direction of the lane on which the two vehicles travel side by side, and at which the inter-vehicle distance is the shortest within the range that can be set in the inter-vehicle distance table 42.

[0109] The training evaluation unit 53d is capable of acquiring the type of lane on which the vehicle 2 is traveling based on the data acquired by the data acquisition unit 53a. The training evaluation unit 53d is further capable of reading out the shortest inter-vehicle distance (shortest inter-vehicle distance) for the acquired lane type, within a range that can be set in the inter-vehicle distance table 42, from the inter-vehicle distance table 42 in the storage unit 40. For example, assume that the type of lane is an expressway, and the shortest inter-vehicle distance on the expressway is D4. In this case, the training evaluation unit 53d is capable of reading out the inter-vehicle distance D4 (for example, 30 m) on the expressway from the inter-vehicle distance table 42.

[0110] The training evaluation unit 53d is capable of deriving the coordinates of the target position drawn on the HUD 39 (image displayed on the display surface 39A). The training evaluation unit 53d is capable of deriving, for example, coordinate data of the target position in the image data Da or the distance image data Db. The training evaluation unit 53d is capable of deriving, for example, coordinate data of the target position on the HUD 39 (image displayed on the display surface 39A) corresponding to the target position in the image data Da or the distance image data Db, based on the forward position table 45 and the HUD position table 46. The training evaluation unit 53d is capable of setting, for example, the coordinate data of the target position derived in this way on the HUD 39 (image displayed on the display surface 39A) as drawing coordinate data. The training evaluation unit 53d is capable of outputting the obtained drawing coordinate data to the HUD drawing control unit 53e.

[0111] When the drawing coordinate data is input from the training evaluation unit 53d, the HUD drawing control unit 53e generates a video signal for generating a video including a marker MK at a position corresponding to the drawing coordinate data, and outputs the video signal to the HUD 39. Based on the video signal input from the HUD drawing control unit 53e, the HUD 39 can display a video including the marker MK on a display surface 39A of the front windshield FW, as shown in FIG. 13, for example. As shown in FIG. 13, the marker MK has a target position filled in with a fluorescent color. This allows the driver of the vehicle 2 (vehicle 100a) to visually recognize the target position while driving the vehicle 2 (vehicle 100a).

[0112] After outputting the drawing position to the HUD drawing control unit 53e, the training evaluation unit 53d generates a message for notifying the driver of the target position, generates an audio signal for the generated message, and outputs the generated message to the HMI 30 (speaker 36). When an audio signal for the message is input to the speaker 36, the speaker 36 is capable of outputting audio corresponding to the input audio signal. The speaker 36 is capable of outputting, for example, an audio message notifying the driver of the target position.

[0113] The training evaluation unit 53d is capable of periodically acquiring data obtained by the data acquisition unit 53a until the vehicle 2 reaches the target position. The training evaluation unit 53d is capable of calculating the degree of coincidence between the current position of the vehicle 2 and the target position of the vehicle 2 based on the periodic data acquired from the data acquisition unit 53a, and evaluating the driver's driving technique according to the degree of coincidence obtained by the calculation.

[0114] The training evaluation unit 53d is capable of performing a process of presenting the evaluation content to the driver. The training evaluation unit 53d is capable of, for example, generating an audio signal regarding the evaluation content and outputting it to the HMI 30 (speaker 36). When an audio signal regarding the evaluation content is input, the speaker 36 is capable of outputting a sound corresponding to the input audio signal. The speaker 36 is capable of outputting the evaluation content as a voice message, for example.

[0115] [Operation] Next, the operation of the control unit 90 of the vehicle 2 will be described with reference to Fig. 14. Fig. 14 is a diagram for explaining an example of a driving control procedure and a driving evaluation procedure in the vehicle 2.

[0116] The control unit 90, in the data acquisition section 53a, acquires various data from the sensor section 10, acquires various data from the outside via the communication section 20, acquires various control signals for various devices of the vehicle 2, and acquires map data around the vehicle 2 from the road map DB 41 in the storage section 40. Based on the acquired data, the control unit 90 acquires traffic data ahead of the traveling vehicle 2, data on the vehicle 2 and traffic participants ahead of the vehicle 2, etc. (step S201).

[0117] The driver of the vehicle 2 sets a driving mode setting value 43, for example, by using the paddle shifter 38, and stores the setting value in the storage unit 40. The driver of the vehicle 2 sets a following distance setting value 44, for example, by a touch operation on the center panel display 35, and stores the setting value in the storage unit 40.

[0118] The control unit 90 sets the driving mode based on the driving mode setting value 43. If the driving mode setting value 43 is a value corresponding to the ACC mode (for example, "2"), the control unit 90 sets the driving mode to the ACC mode. If the driving mode is the ACC mode (step S202; Y), the control unit 90 determines whether the following distance setting value 44 is set in the memory unit 40 (step S203). If the following distance setting value 44 is not set in the memory unit 40 (step S203; N), the control unit 90 requests setting of the following distance (step S204). The control unit 90 outputs, for example, a voice message for setting the following distance from the speaker 36.

[0119] If the inter-vehicle distance setting value 44 is set in the memory unit 40 (step S203; Y), the control unit 90 determines whether or not there are two vehicles traveling parallel ahead of the vehicle 2 based on the data acquired by the data acquisition unit 53a (step S205). If there are no two vehicles traveling parallel ahead of the vehicle 2 (step S205; N), the control unit 90 writes a value indicating the manual driving mode (for example, "0") as the driving mode setting value 43 into the memory unit 40, and ends the ACC mode.

[0120] When there are two vehicles traveling side by side (step S205; Y), the control unit 90 executes a process of inquiring of the driver as to whether or not to undergo dementia prevention training. At this time, for example, a voice message inquiring as to whether or not to undergo dementia prevention training is output from the speaker 36. When the control unit 90 acquires a response from the driver to the above inquiry, it determines whether the acquired response indicates agreement to undergo dementia prevention training or indicates disagreement to undergo dementia prevention training (step S206).

[0121] If the acquired response indicates that the driver does not agree to the dementia prevention training (step S206; N), the control unit 90 sets a target position corresponding to the following distance (set following distance) set by the driver, based on a vehicle (forward vehicle) traveling ahead of the vehicle 2 in the lane in which the vehicle 2 is traveling (step S207). The target position is different from the first position A1 and the like, and is, for example, the center position in the width direction of the lane in which the vehicle 2 is traveling. The control unit 90 performs driving control (acceleration control, braking control, and steering control) to move the vehicle 2 from the current position to the target position based on the data acquired by the data acquisition unit 53a. As a result, the vehicle 2 automatically travels from the current position to the target position (step S208). After the vehicle 2 reaches the target position, the control unit 90 executes ACC at the set following distance (step S209). As a result, the vehicle 2 automatically travels at the set following distance and at a constant speed.

[0122] If the acquired response indicates consent to the dementia prevention training (step S206; Y), the control unit 90 sets a target position based on the shortest inter-vehicle distance acquired from the inter-vehicle distance table 42 (step S210). The control unit 90 proposes to the driver to travel from the current position to the target position (step S211). The control unit 90 generates, for example, a video signal for generating a video including a marker MK at the target position, and outputs the video signal to the HUD 39. Based on the video signal input from the HUD drawing control unit 53e, the HUD 39 displays, for example, the video including the marker MK on the display surface 39A of the front window FW, as shown in FIG. 13. The control unit 90 generates, for example, an audio signal for a message notifying the driver of the target position, and outputs the audio signal to the speaker 36. Based on the input audio signal, the speaker 36 outputs the audio message notifying the driver of the target position.

[0123] The control unit 90 periodically acquires data obtained by the data acquisition unit 53a until the vehicle 2 reaches the target position (step S212). The control unit 90 calculates the degree of coincidence between the current position of the vehicle 2 and the target position of the vehicle 2 based on the periodic data acquired from the data acquisition unit 53a, and evaluates the driver's driving technique according to the calculated degree of coincidence (step S213). The control unit 90 performs a process of presenting the evaluation content to the driver (step S214). The control unit 90 generates, for example, an audio signal regarding the evaluation content and outputs it to the speaker 36. The speaker 36 outputs the evaluation content as an audio message based on the input audio signal. In this manner, driving control and driving evaluation of the vehicle 2 are performed.

[0124] [effect] Next, the effects of the vehicle 2 according to this embodiment will be described.

[0125] In this embodiment, when ACC is enabled (when the driving mode is the ACC mode), and two vehicles traveling side by side ahead of the vehicle 2 are detected based on data acquired by the data acquisition unit 53a, an inquiry is made to the driver as to whether or not to undergo dementia prevention training. If the response to the inquiry indicates consent to the dementia prevention training, a position (target position) that faces the gap between the two vehicles traveling side by side ahead of the vehicle 2 and that is the inter-vehicle distance (set inter-vehicle distance) set by the driver is presented to the driver. Then, based on such presentation, a degree of coincidence between the current position of the vehicle 2 and the target position of the vehicle 2 is calculated based on periodic data acquired from the data acquisition unit 53a until the driver moves the vehicle 2 to the target position. The driver's driving technique is evaluated according to the degree of coincidence obtained by the calculation, and the evaluation results are presented to the driver.

[0126] Such vehicle operation by the driver using his spatial cognitive ability can be a form of dementia prevention training for the driver. Therefore, dementia in the driver can be prevented. Furthermore, as a result of such vehicle operation by the driver using his spatial cognitive ability, at least a portion of vehicle 2 can be driven within a low fluid energy area generated by two vehicles traveling parallel in front of vehicle 2. As a result, the fuel economy and electricity consumption of vehicle 2 can be improved compared to when vehicle 2 is driven outside the low fluid energy area.

[0127] In this embodiment, as a process of presenting the target position to the driver, a video signal for displaying an image including a marker MK at the target position on the HUD 39 is generated and output to the HUD 39. This allows the driver of the vehicle 2 to visually recognize the target position while driving the vehicle 2, and therefore allows the driver to use their spatial cognitive ability by using the HUD 39. Therefore, dementia in the driver can be prevented.

[0128] <4. Modification of the Second Embodiment> In the second embodiment, the ACC mode may be always off. Even in this case, the driver can operate the vehicle using his spatial cognitive ability. Therefore, dementia of the driver can be prevented. Furthermore, in the second embodiment, instead of the HUD 39, for example, an image including a marker MK at the target position may be displayed on the center panel display 35. In this case, the driver of the vehicle 2 will drive the vehicle 2 while imagining the target position ahead of the vehicle 2, so that the driver can use his spatial cognitive ability. Therefore, dementia of the driver can be prevented.

[0129] Incidentally, "dementia prevention training" can be regarded as an example of driving training. Therefore, in the second embodiment, "dementia prevention training" can be read as "driving training." In the second embodiment, if "dementia prevention training" is read as "driving training," the driver's vehicle operation using spatial cognitive ability becomes driving training for the driver. Furthermore, the fuel efficiency and electricity consumption of the vehicle 2 can be improved while undergoing driving training.

[0130] Although the present disclosure has been described above using embodiments, the present disclosure is not limited to these embodiments and various modifications are possible. The effects described in this specification are merely examples, and the effects of the present disclosure are not limited to the effects described in this specification. Therefore, other effects may be obtained with respect to the present disclosure.

[0131] Furthermore, the present disclosure may take the following aspects. (1) an acquisition unit capable of acquiring traffic data ahead of the vehicle and traffic participant data ahead of the vehicle; a driving control unit capable of executing ACC based on the traffic data and the traffic participant data acquired by the acquisition unit; Equipped with The traveling control unit When the ACC is enabled and it is detected based on the traffic data and the traffic participant data that a first front vehicle and a second front vehicle are traveling side by side in front of the vehicle, executing a process of inquiring of the driver as to whether or not to prioritize energy-saving driving; When the acquisition unit acquires first data indicating that the energy-saving driving is not prioritized as a response to the inquiry, the automatic driving control is performed on the vehicle so that the vehicle approaches a position opposite to a gap between the first front vehicle and the second front vehicle, and the automatic driving control is performed so that the inter-vehicle distance is set by the driver; When the acquisition unit acquires second data indicating that the energy-saving driving is prioritized as a response to the inquiry, the vehicle is controlled to automatically travel so as to approach a position facing a gap between the first front vehicle and the second front vehicle, and the vehicle-to-vehicle distance is controlled so as to be the shortest within a settable range. It is possible to carry out Driving control device. (2) When the acquisition unit acquires the first data or the second data, the driving control unit is capable of automatically controlling the vehicle so that the vehicle does not enter a lane adjacent to a driving lane in which the vehicle is traveling. (1) A driving control device as described above. (3) The driving control unit is capable of executing ACC after the inter-vehicle distance between the vehicles reaches the inter-vehicle distance set by the driver. A driving control device according to (1) or (2). (4) an acquisition unit capable of acquiring traffic data ahead of the vehicle and traffic participant data ahead of the vehicle; a control unit capable of executing driving training based on the traffic data and the traffic participant data acquired by the acquisition unit; Equipped with The control unit When it is detected based on the traffic data and the traffic participant data that a first front vehicle and a second front vehicle are traveling side by side in front of the vehicle, executing a process of inquiring of the driver whether or not to undergo driving training; When the acquisition unit acquires data indicating consent to the driving training as a response to the inquiry, the acquisition unit performs a process of presenting to the driver a vehicle position when prioritizing energy-saving driving, and also performs a process of evaluating the vehicle position according to the degree of coincidence between the vehicle position and the presented vehicle position and presenting the result to the driver. It is possible to carry out Driving training equipment. (5) The control unit is capable of performing a process of generating a signal for displaying an image including the vehicle position on a display screen and outputting the signal to the display screen as a process of presenting the vehicle position to the driver. (4) A driving training device according to the present invention. (6) A vehicle equipped with a driving control device, The driving control device includes: an acquisition unit capable of acquiring traffic data ahead of the vehicle and traffic participant data ahead of the vehicle; a driving control unit capable of executing adaptive cruise control (ACC) based on the traffic data and the traffic participant data acquired by the acquisition unit; and The traveling control unit When the ACC is enabled and it is detected based on the traffic data and the traffic participant data that a first front vehicle and a second front vehicle are traveling side by side in front of the vehicle, executing a process of inquiring of the driver as to whether or not to prioritize energy-saving driving; When the acquisition unit acquires first data indicating that the energy-saving driving is not prioritized as a response to the inquiry, the automatic driving control is performed on the vehicle so that the vehicle approaches a position opposite to a gap between the first front vehicle and the second front vehicle, and the automatic driving control is performed so that the inter-vehicle distance is set by the driver; When the acquisition unit acquires second data indicating that the energy-saving driving is prioritized as a response to the inquiry, the vehicle is controlled to automatically travel so as to approach a position facing a gap between the first front vehicle and the second front vehicle, and the vehicle-to-vehicle distance is controlled so as to be the shortest within a settable range. It is possible to carry out vehicle. (7) A vehicle equipped with a driving training device, The driving training device comprises: an acquisition unit capable of acquiring traffic data ahead of the vehicle and traffic participant data ahead of the vehicle; a control unit capable of executing driving training based on the traffic data and the traffic participant data acquired by the acquisition unit; and The control unit When it is detected based on the traffic data and the traffic participant data that a first front vehicle and a second front vehicle are traveling side by side in front of the vehicle, executing a process of inquiring of the driver whether or not to undergo driving training; When the acquisition unit acquires data indicating consent to the driving training as a response to the inquiry, the acquisition unit performs a process of presenting to the driver a vehicle position when prioritizing energy-saving driving, and also performs a process of evaluating the vehicle position according to the degree of coincidence between the vehicle position and the presented vehicle position and presenting the result to the driver. It is possible to carry out vehicle.

[0132] The control unit 50 shown in FIG. 3 and the control unit 90 shown in FIG. 11 can be implemented by circuitry including at least one semiconductor integrated circuit, such as at least one processor (e.g., a central processing unit (CPU)), at least one application-specific integrated circuit (ASIC), and / or at least one field-programmable gate array (FPGA). The at least one processor can be configured to perform all or a portion of the various functions of the control unit 50 shown in FIG. 3 and the control unit 90 shown in FIG. 11 by reading instructions from at least one non-transitory, tangible computer-readable medium. Such media can take various forms, including, but not limited to, various magnetic media such as hard disks, various optical media such as CDs or DVDs, and various semiconductor memories (i.e., semiconductor circuits) such as volatile or non-volatile memories. Volatile memories can include DRAM and SRAM. Non-volatile memories can include ROM and NVRAM. An ASIC is an integrated circuit (IC) specialized to perform all or a portion of the various functions of the control unit 50 shown in FIG. 3 and the control unit 90 shown in FIG. 11. An FPGA is an integrated circuit that is designed to be configurable after manufacture to perform all or part of the various functions of the control unit 50 shown in FIG. 3 and the control unit 90 shown in FIG. [Explanation of symbols]

[0133] 1, 2...vehicle, 10...sensor unit, 11...stereo camera, 20...communication unit, 30...HMI, 31...steering wheel, 32...accelerator pedal, 32...brake pedal, 34...meter panel display, 35...center panel display, 36...speaker, 37...microphone, 38...paddle shift, 39...HUD, 39A...display screen, 40...memory unit, 41...road map DB, 42...inter-vehicle distance table, 43...ACC setting flag, 44...inter-vehicle distance setting value, 45...front position table, 46...HUD position table, 50...control unit, 51...energy saving control unit, 51a...data acquisition unit, 51b...parallel vehicle detection unit, 51c...energy saving driving control unit, 52...driving control control unit, 52a...accelerator control unit, 52b...brake control unit, 52c...steering control unit, 53...training control unit, 53a...data acquisition unit, 53b...parallel vehicle detection unit, 53c...training suggestion unit, 53d...training evaluation unit, 53e...HUD drawing control unit, 60...prime mover, 70...brake, 80...EPS motor, 90...control unit, 100a, 100b, 100c...vehicle, FW...front window, A1...first position, A2...second position, A3...third position, A4...fourth position, D1, D2, D3, D4...inter-vehicle distance, HW...expressway, La, La1, La2, Lb...lane, MK...marker, α...low fluid energy region, β...gap, γ...energy saving region.

Claims

1. an acquisition unit capable of acquiring traffic data ahead of the vehicle and traffic participant data ahead of the vehicle; a driving control unit capable of executing adaptive cruise control (ACC) based on the traffic data and the traffic participant data acquired by the acquisition unit; Equipped with The traveling control unit When the ACC is enabled and it is detected based on the traffic data and the traffic participant data that a first front vehicle and a second front vehicle are traveling side by side in front of the vehicle, executing a process of inquiring of the driver as to whether or not to prioritize energy-saving driving; When the acquisition unit acquires first data indicating that the energy-saving driving is not prioritized as a response to the inquiry, the automatic driving control is performed on the vehicle so that the vehicle approaches a position opposite to a gap between the first front vehicle and the second front vehicle, and the automatic driving control is performed so that the inter-vehicle distance is set by the driver; When the acquisition unit acquires second data indicating that the energy-saving traveling is prioritized as a response to the inquiry, the vehicle is controlled to travel automatically so as to approach a position facing a gap between the first front vehicle and the second front vehicle, and the vehicle-to-vehicle distance is controlled automatically so as to be the shortest within a settable range. It is possible to carry out Driving control device.

2. When the acquisition unit acquires the first data or the second data, the driving control unit is capable of automatically controlling the vehicle so that the vehicle does not enter a lane adjacent to a driving lane in which the vehicle is traveling. The cruise control device according to claim 1 .

3. an acquisition unit capable of acquiring traffic data ahead of the vehicle and traffic participant data ahead of the vehicle; a control unit capable of executing driving training based on the traffic data and the traffic participant data acquired by the acquisition unit; Equipped with The control unit When it is detected based on the traffic data and the traffic participant data that a first front vehicle and a second front vehicle are traveling side by side in front of the vehicle, executing a process of inquiring of the driver whether or not to undergo driving training; When the acquisition unit acquires data indicating consent to the driving training as a response to the inquiry, the acquisition unit performs a process of presenting to the driver a vehicle position when prioritizing energy-saving driving, and also performs a process of evaluating the vehicle position according to the degree of coincidence between the vehicle position and the presented vehicle position and presenting the result to the driver. It is possible to carry out Driving training equipment.

4. The control unit is capable of performing a process of generating a signal for displaying an image including the vehicle position on a display screen and outputting the signal to the display screen as a process of presenting the vehicle position to the driver.

4. A driving training device according to claim 3.

5. A vehicle equipped with a driving control device, The driving control device includes: an acquisition unit capable of acquiring traffic data ahead of the vehicle and traffic participant data ahead of the vehicle; a driving control unit capable of executing adaptive cruise control (ACC) based on the traffic data and the traffic participant data acquired by the acquisition unit; and The traveling control unit When the ACC is enabled and it is detected based on the traffic data and the traffic participant data that a first front vehicle and a second front vehicle are traveling side by side in front of the vehicle, executing a process of inquiring of the driver as to whether or not to prioritize energy-saving driving; When the acquisition unit acquires first data indicating that the energy-saving driving is not prioritized as a response to the inquiry, the automatic driving control is performed on the vehicle so that the vehicle approaches a position opposite to a gap between the first front vehicle and the second front vehicle, and the automatic driving control is performed so that the inter-vehicle distance is set by the driver; When the acquisition unit acquires second data indicating that the energy-saving traveling is prioritized as a response to the inquiry, the vehicle is controlled to travel automatically so as to approach a position facing a gap between the first front vehicle and the second front vehicle, and the vehicle-to-vehicle distance is controlled automatically so as to be the shortest within a settable range. It is possible to carry out vehicle.

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