Vehicle control system and vehicle

Abstract

To provide a vehicle control device and a vehicle that can improve convenience. [Solution] A vehicle control device according to one embodiment of the present disclosure includes a vehicle control unit that controls a first vehicle, and an acquisition unit configured to acquire wind information relating to the wind flowing around the first vehicle when a second vehicle different from the first vehicle is traveling in the vicinity of the first vehicle. The vehicle control unit is configured to derive an appropriate driving position for the first vehicle based on the wind information, taking into account changes in the low-energy watershed located between the second vehicle and the first vehicle caused by the wind, and to execute one of the following selected processes: a driving control process that controls the driving position of the first vehicle so that the first vehicle travels to the appropriate driving position based on the derived appropriate driving position, and a driving training process for the driver of the first vehicle that assists the first vehicle in traveling to the appropriate driving position.

Description

Technical Field

[0001] The present disclosure relates to a vehicle control device and a vehicle.

Background Art

[0002] An ACC (Adaptive Cruise Control) that performs constant-speed driving while keeping the distance (inter-vehicle distance) between the host vehicle and the preceding vehicle constant is known. In a vehicle equipped with an ACC function, while the ACC function is operating, the accelerator and brakes are automatically operated by the ACC function even if the driver does not operate the accelerator or brakes. Thereby, the driving burden on the driver can be reduced, and furthermore, the fuel consumption or power consumption can be reduced compared to the case where the driver drives manually. A vehicle equipped with an ACC function as a vehicle control device is disclosed in, for example, Patent Document 1.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Means for Solving the Problems

[0004] A vehicle control device according to one embodiment of the present disclosure includes a vehicle control unit that controls a first vehicle, and an acquisition unit configured to acquire wind information relating to the wind flowing around the first vehicle when a second vehicle different from the first vehicle is traveling in the vicinity of the first vehicle. The vehicle control unit is configured to derive an appropriate driving position for the first vehicle based on the wind information, taking into account changes in the low-energy flow area located between the second vehicle and the first vehicle caused by the wind, and to execute one of the following selected processes: a driving control process that controls the driving position of the first vehicle so that the first vehicle travels to the appropriate driving position based on the derived appropriate driving position, and a driving training process for the driver of the first vehicle that assists the first vehicle in traveling to the appropriate driving position.

[0005] A vehicle according to one embodiment of the present disclosure is equipped with a vehicle control device. This vehicle control device includes a vehicle control unit that controls a first vehicle, and an acquisition unit configured to acquire wind information relating to the wind flowing around the first vehicle when a second vehicle, different from the first vehicle, is traveling in the vicinity of the first vehicle. The vehicle control unit is configured to derive an appropriate driving position for the first vehicle based on the wind information, taking into account changes in the low-energy basin located between the second vehicle and the first vehicle due to wind, and to execute one of the following selected processes: a driving control process that controls the driving position of the first vehicle so that the first vehicle travels to the appropriate driving position based on the derived appropriate driving position, and a driving training process for the driver of the first vehicle that assists the first vehicle in traveling to the appropriate driving position. [Brief explanation of the drawing]

[0006] The accompanying drawings are provided for further understanding of this disclosure and are incorporated herein and constitute part of this specification. The drawings illustrate one embodiment and, together with the specification, serve to illustrate the principles of this disclosure.

[0007] [Figure 1]Figure 1 is a block diagram showing a schematic configuration example of a vehicle equipped with a vehicle control device according to one embodiment of the present disclosure. [Figure 2] Figure 2 is a schematic diagram showing an example of the exterior view around the driver's seat inside the vehicle shown in Figure 1. [Figure 3] Figure 3 is a schematic diagram illustrating an example of a low-energy watershed located between moving vehicles. [Figure 4] Figure 4 is a schematic diagram illustrating an example of watershed change caused by wind in the low-energy watershed shown in Figure 3. [Figure 5] Figure 5 is a flowchart illustrating an example of vehicle control processing according to the embodiment. [Figure 6] Figure 6 is a schematic diagram illustrating an example of an appropriate driving position during the vehicle control process shown in Figure 5. [Figure 7] Figure 7 is a schematic diagram illustrating an example of controlling the travel position to the appropriate travel position shown in Figure 6. [Figure 8] Figure 8 is a schematic diagram showing an example of a guidance display used during the guidance process shown in Figure 5. [Figure 9] Figure 9 is a schematic diagram illustrating an example of vehicle control processing related to a modified example. [Modes for carrying out the invention]

[0008] Vehicle control systems are required to improve convenience, for example, by improving fuel efficiency or electric energy consumption in the vehicle, or by improving the driving skills of the vehicle's driver. It is desirable to provide vehicle control systems and vehicles that are capable of improving convenience.

[0009] Hereinafter, several exemplary embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. The following description is intended to illustrate specific examples of the present disclosure and should not be construed as limiting the disclosure. For example, elements such as numerical values, shapes, materials, parts, the location of each part, and the method of connecting each part are merely examples and should not be construed as limiting the disclosure. Furthermore, in the following exemplary embodiments, components not described in separate sections based on the highest-level concepts of the present disclosure are optional and may be provided as needed. The drawings are schematic and are not intended to be to scale. Throughout this specification and the drawings, components having substantially the same function and substantially the same configuration are denoted by the same reference numerals, and redundant descriptions are omitted. Furthermore, components not directly related to an embodiment of the present disclosure are not shown in the drawings.

[0010] <1. Embodiment> [composition] Figure 1 is a block diagram (functional block diagram) showing a schematic configuration example of a vehicle 1 equipped with a vehicle control device (vehicle control device 50) according to one embodiment of the present disclosure. Figure 2 is a schematic representation of an example of the external appearance around the driver's seat inside the vehicle 1 shown in Figure 1. The vehicle 1 includes, for example, a sensor unit 10, a communication unit 20, an HMI (human-machine interface) 30, a memory unit 40, a vehicle control device (control unit) 50, a prime mover 60, a brake 70, and an EPS (electric power steering) motor 80, as shown in Figure 1.

[0011] (A. Sensor unit 10) The sensor unit 10 is comprised of various sensors mounted on the vehicle 1. For example, the sensor unit 10 comprises 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 also include sensors other than those listed above.

[0012] The vehicle speed sensor is capable of detecting the speed of vehicle 1. The vehicle speed sensor is capable of outputting time-series data (vehicle speed data) of the detected vehicle speed to the vehicle control device 50. The acceleration sensor is capable of detecting the acceleration applied to vehicle 1. The acceleration sensor is capable of outputting time-series data (acceleration data) of the detected acceleration in three directions to the vehicle control device 50. The angular velocity sensor is capable of detecting the angular velocity of vehicle 1. The angular velocity sensor is capable of outputting time-series data (angular velocity data) of the detected three angular velocities (yaw angular velocity, roll angular velocity, and pitch angular velocity) to the vehicle control device 50.

[0013] The steering angular velocity sensor is capable of detecting the rotational speed of the steering angle (steering rake angle) of the steering wheel of vehicle 1. The steering angular velocity sensor is capable of outputting time-series data of the detected steering angular velocity to the vehicle control device 50. The steering torque sensor is capable of detecting the steering torque generated by the steering wheel operation of the driver 9 of vehicle 1. The steering torque sensor is capable of outputting time-series data (steering torque TR) of the detected steering torque to the vehicle control device 50.

[0014] The sensor unit 10 further comprises 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 camera is positioned, for example, symmetrically on either side of the central part of the vehicle 1 in the width direction, enabling stereo imaging of the area in front of the vehicle 1 from different viewpoints. The stereo camera is capable of outputting image data Da (a pair of stereo image data) obtained by imaging to the vehicle control device 50.

[0015] The stereo camera can generate distance image data Db obtained from the displacement amount of the position of the corresponding object based on the image data Da (a pair of stereo image data) obtained by imaging. The driving environment detection unit can, for example, obtain lane dividing lines that divide the road around the vehicle 1 based on the distance image data Db. The driving environment detection unit can further obtain the road curvature of the dividing lines that divide the left and right of the driving road (driving lane) on which the vehicle 1 travels, and the width (vehicle width) between the left and right dividing lines. The driving environment detection unit can further perform predetermined pattern matching or the like on the distance image data Db to detect three-dimensional objects such as lanes and structures existing around the vehicle 1.

[0016] Here, in the detection of three-dimensional objects in the driving environment detection unit, for example, detection of the type of three-dimensional object, the distance to the three-dimensional object, the speed of the three-dimensional object, the relative speed between the three-dimensional object and the vehicle (own vehicle), etc. is performed. Examples of the three-dimensional object to be detected include traffic lights, intersections, road signs, stop lines, other vehicles, pedestrians, bicycles, buildings, etc. Examples of buildings include detached houses, apartment houses (condominiums), commercial facilities, factories, billboards, etc. The driving environment detection unit can output the driving environment information around the vehicle 1 including the information of the three-dimensional objects obtained in this way to the vehicle control device 50.

[0017] (B. Communication unit 20) The communication unit 20 can obtain data for supplementing data that cannot be obtained from the image data Da and the distance image data Db, for example, by vehicle-to-vehicle communication, road-to-vehicle communication, and satellite communication. The communication unit 20 can output the obtained data to the vehicle control device 50.

[0018] The communication unit 20 can, for example, obtain data (e.g., vehicle position, vehicle speed) obtained by other vehicles through vehicle-to-vehicle communication. The communication unit 20 can, for example, receive positioning signals transmitted from a plurality of positioning satellites through satellite communication.

[0019] The communication unit 20 can, for example, acquire road map data around the vehicle 1 through vehicle-to-road communication. The road map data consists of, for example, high-precision road map information (dynamic map), and has static information and quasi-static information mainly constituting road information, and quasi-dynamic information and dynamic information mainly constituting traffic information.

[0020] The static information constituting road information is composed of, for example, information such as roads, structures on the road, structures around the road, lane information, road surface information, permanent regulation information, etc., for which an update frequency within one month is required. "Road" includes, for example, the position information and shape information of the road, as well as intersection and road attribute information (e.g., national highway, prefectural road, municipal road, private road, priority road, non-priority road, general road, highway, number of lanes, presence or absence of a median strip, presence or absence of a right-turn only lane, time difference type, pedestrian-vehicle separation type), etc. "Structures on the road" includes, for example, traffic signs, signal lights, curve mirrors, pedestrian bridges, bus stops, garbage collection points, etc. "Structures around the road" includes, for example, various buildings, parks, etc.

[0021] The quasi-static information constituting road information is composed of, for example, traffic regulation information due to road construction, events, etc., wide-area weather information, traffic jam prediction, etc., for which an update frequency within one hour is required.

[0022] The quasi-dynamic information constituting traffic information is composed of, for example, the actual traffic jam situation, driving restrictions, fallen objects, obstacles, etc. at the time of observation, temporary driving obstacle situations, actual accident situations, narrow-area weather information, etc., for which an update frequency within one minute is required.

[0023] The dynamic information constituting traffic information is composed of, for example, information transmitted and exchanged between moving objects, information on the currently shown signal, pedestrian and bicycle information within an intersection, vehicle information traveling on the road, etc., for which an update frequency per second is required. Such road map information is maintained and updated at a cycle until the next information is received from each vehicle, and the updated road map information is appropriately transmitted to each vehicle through the communication unit 20.

[0024] (C.HMI30) The HMI 30, as shown in Figure 2 for example, includes a steering wheel 31, accelerator pedal 32, brake pedal 33, meter panel display 34, center panel display 35, speaker 36, microphone 37, paddle shift 38, and HUD (head-up display) 39. The meter panel display 34 is configured to include, 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 is configured to include, for example, a touch-input liquid crystal display panel or an organic EL display panel, and is capable of making various settings for the vehicle 1. The HUD 39 is a display device that projects an image onto the display surface 39A of the front windshield FW, thereby superimposing the projected image onto the scenery in front of the vehicle 1.

[0025] The paddle shifter 38 can receive input of a driving mode setting value 43 (see Figure 1) from the driver 9 of the vehicle 1. The paddle shifter 38 is, for example, a shift lever attached to the steering wheel 31. The paddle shifter 38 can store "1" as the driving mode setting value 43 in the memory unit 40 when, for example, the driver 9 presses and holds down the paddle shifter 38. The paddle shifter 38 can store "0" as the driving mode setting value 43 in the memory unit 40 when, for example, the driver 9 presses and holds down the paddle shifter 38 again after previously storing "1" as the driving mode setting value 43 in the memory unit 40.

[0026] The paddle shifter 38 can store "2" as the driving mode setting value 43 in the memory unit 40 when the paddle shifter 38 is pressed briefly once by the driver 9. The paddle shifter 38 can store "0" as the driving mode setting value 43 in the memory unit 40 when the paddle shifter 38 is pressed briefly once again by the driver 9 after "2" was previously stored as the driving mode setting value 43 in the memory unit 40.

[0027] When the driving mode setting value 43 is "0", it means, for example, that the driving mode setting value 43 is in manual driving mode. When the driving mode setting value 43 is "1", it means, for example, that the driving mode setting value 43 is in driving control mode. When the driving mode setting value 43 is "2", it means, for example, that the driving mode setting value 43 is in ACC mode. The driving mode setting value 43 can take the values ​​of "3" or "4". When the driving mode setting value 43 is "3", it means, for example, that the driving mode setting value 43 is in safe driving mode. When the driving mode setting value 43 is "4", it means, for example, that the driving mode setting value 43 is in energy saving mode. Note that the values ​​that can be taken for the driving mode setting value 43 are not limited to those listed above. Also, the means of setting the driving mode setting value 43 is not limited to the paddle shift 38. The various modes described above will be explained in detail later.

[0028] (D. Storage section 40) The storage unit 40 is composed of, for example, non-volatile memory, such as EEPROM (Electrically Erasable Programmable Read-Only Memory), flash memory, or resistive random-access memory. The storage unit 40 stores, for example, a road map DB (database) 41, a vehicle-to-vehicle distance table 42, a forward position table 45, and a HUD position table 46, as shown in Figure 1.

[0029] The road map DB41 contains high-precision road map information (dynamic map). This high-precision road map information, similar to road map information acquired externally via vehicle-to-infrastructure communication, mainly consists of static and quasi-static information that constitutes road information, and quasi-dynamic and dynamic information that mainly constitute traffic information.

[0030] The following distance table 42 is a table in which multiple following distances D1 to D4 are defined for each type of road. For example, the following distance table 42 defines general roads and expressways as road types, with following distances D1 to D4 defined as 30m, 25m, 20m, and 15m for general roads, and following distances D1 to D4 defined as 60m, 50m, 40m, and 30m for expressways. The values ​​of following distances D1 to D4 defined in the following distance table 42 are not limited to those listed above. The number of following distances D1 to D4 defined in the following distance table 42 is not limited to four.

[0031] The forward position table 45 includes position data of the road in front of vehicle 1 for each pixel in the image data Da or distance image data Db. Assume that the image data Da or distance image data Db consists of m × n pixels, with m pixels in the X direction (corresponding to the width direction of the road in front of vehicle 1) and n pixels in the Y direction (corresponding to the extension direction of the road in front of vehicle 1). In this case, 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 distance image data Db, and the nth pixel in the Y direction of the image data Da or distance image data Db, is the center position of vehicle 1 in the width direction and 20 m away from the front end of vehicle 1. Furthermore, the forward position table 45 specifies, for example, that the position data for the second pixel in the X direction of the image data Da or distance image data Db, and the first pixel in the Y direction of the image data Da or distance image data Db, is the center position in the width direction of vehicle 1 and is 5 m away from the front end of vehicle 1.

[0032] The HUD position table 46 includes position data for each pixel on the display surface 39A (the image displayed on the display surface 39A) regarding the road ahead of the vehicle 1. Assume that the image displayed on the display surface 39A is composed of m × n pixels, with m pixels in the X direction (width direction of the display surface 39A) and n pixels in the Y direction (height direction of the display surface 39A). In this case, the HUD position table 46 specifies, for example, that the position data for the m / 2th pixel in the X direction and the nth pixel in the Y direction of the image displayed on the display surface 39A is the center of the vehicle 1 in the width direction and 10 m away from the front end of the vehicle 1. Also, the HUD position table 46 specifies, for example, that the position data for the m / 2nd pixel in the X direction and the 1st pixel in the Y direction of the image displayed on the display surface 39A is the center of the vehicle 1 in the width direction and 3 m away from the front end of the vehicle 1.

[0033] The memory unit 40 also stores, for example, a driving mode setting value 43 and a following distance setting value 44, as shown in Figure 1. The driving mode setting value 43 is data indicating one driving mode selected from among several driving modes that can be adopted by the vehicle 1. The driving mode setting value 43 is, for example, 0, 1, 2, 3, or 4 as data indicating the driving mode. The driving mode setting value 43 is set, for example, by the paddle shift 38. The driving mode setting value 43 may also be set, for example, by a device other than the paddle shift 38. The following distance setting value 44 is data indicating the following distance (set following distance) input by the driver 9 of the vehicle 1. The following distance setting value 44 is, for example, D1, D2, D3, or D4 as data indicating the set following distance. The following distance setting value 44 is set, for example, by a touch operation on the center panel display 35 by the driver 9. The following distance setting value 44 may be set by a method other than, for example, a touch operation on the center panel display 35 by the driver 9.

[0034] The following distance setting value 44 includes the following distance setting value for general roads and the following distance setting value for expressways. When the following distance setting value for general roads is "1", it means that the following distance setting value for general roads is set to, for example, D1 (e.g., 30m). When the following distance setting value for general roads is "2", it means that the following distance setting value for general roads is set to, for example, D2 (e.g., 25m). When the following distance setting value for general roads is "3", it means that the following distance setting value for general roads is set to, for example, D3 (e.g., 20m). When the following distance setting value for general roads is "4", it means that the following distance setting value for general roads is set to, for example, D4 ​​(e.g., 15m).

[0035] When the following distance setting value for expressways is "1", it means that the following distance setting value for expressways is, for example, D1 (e.g., 60m). When the following distance setting value for expressways is "2", it means that the following distance setting value for expressways is, for example, D2 (e.g., 50m). When the following distance setting value for expressways is "3", it means that the following distance setting value for expressways is, for example, D3 (e.g., 40m). When the following distance setting value for expressways is "4", it means that the following distance setting value for expressways is, for example, D4 ​​(e.g., 30m). Note that the values ​​that can be taken for the following distance setting value 44 are not limited to those listed above.

[0036] (E. Vehicle control device 50) The vehicle control device 50 is capable of controlling the entire vehicle 1. The vehicle control device 50 is, for example, a so-called ECU (Electronic Control Unit) and is composed of, for example, one or more processors and one or more memories. The vehicle control device 50 may also be composed of, for example, a CPU (Central Processing Unit). In this case, the vehicle control device 50 is capable of controlling the entire vehicle 1 by, for example, executing a program stored in a memory unit.

[0037] The vehicle control device 50 includes, for example, a locator unit. The locator unit is capable of acquiring the position coordinates of vehicle 1 based on positioning signals 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 onto route map information. Based on the acquired position coordinates of vehicle 1, the locator unit acquires map information for a predetermined range including vehicle 1 from the map information stored in the road map DB 41.

[0038] The locator unit can switch to autonomous navigation, which estimates the vehicle's position on a road map based on vehicle speed, angular velocity, and longitudinal acceleration detected by the sensor unit 10, in environments where it is not possible to receive effective positioning signals from positioning satellites due to reduced sensitivity, such as when driving in a tunnel.

[0039] As described above, the locator unit estimates the position of vehicle 1 on a road map (vehicle position) based on the positioning signal received through the communication unit 20 or the information detected by the sensor unit 10. Based on the estimated vehicle position on the road map, it is possible to determine the type of road on which vehicle 1 is traveling.

[0040] The locator unit can update the road map information stored in the road map DB 41 to the latest state using road map information acquired through external communication (vehicle-to-infrastructure communication and vehicle-to-vehicle communication) via the communication unit 20. This information update is performed not only on static information but also on quasi-static, quasi-dynamic, and dynamic information. As a result, the road map information is composed of road information and traffic information acquired through communication with the outside of the vehicle, and information on moving objects such as vehicles traveling on the road is updated in near real time.

[0041] The locator unit verifies the road map information based on the driving environment information recognized as described above, and updates the road map information stored in the road map DB41 to the latest state. This information update is performed not only on static information, but also on quasi-static, quasi-dynamic, and dynamic information. As a result, information on moving objects such as vehicles traveling on the road, as recognized as described above, is updated in real time.

[0042] The vehicle control device 50 further includes, for example, a data acquisition unit 51a, a vehicle detection unit 51b, a driving position derivation unit 51c, a driving control unit 52, and a training control unit 53, as shown in Figure 1.

[0043] (Data acquisition unit 51a) The data acquisition unit 51a is capable of periodically acquiring data about the status or condition of the vehicle 1. Specifically, the data acquisition unit 51a is capable of periodically acquiring various data obtained from the sensor unit 10, various data obtained from external sources via the communication unit 20, and various control signals to various devices of the vehicle 1 through monitoring. Furthermore, the data acquisition unit 51a is capable of acquiring map data of the area around the vehicle 1 from the road map DB 41 in the storage unit 40.

[0044] The data acquisition unit 51a is capable of acquiring traffic data in front of the moving vehicle 1 based on the acquired data (various data obtained from the sensor unit 10, various data obtained from the outside via the communication unit 20, various data obtained from the HMI 30, various control signals for various devices of the vehicle 1, and map data obtained from the road map DB 41). The data acquisition unit 51a is capable of acquiring vehicle 1 and traffic participant data in front of vehicle 1 based on the acquired data (various data obtained from the sensor unit 10, various data obtained from the outside via the communication unit 20, various data obtained from the HMI 30, various control signals for various devices of the vehicle 1, and map data obtained from the road map DB 41).

[0045] The data acquisition unit 51a is also capable of acquiring wind information Iw regarding the wind W flowing around vehicle 1 when a vehicle 2 different from vehicle 1 (the vehicle itself) is traveling in the vicinity of vehicle 1 (for example, in front of it), as will be described in detail later. This wind information Iw includes, for example, information indicating wind speed and wind direction. As for methods of acquiring wind information Iw, examples include a non-autonomous method (acquiring it via communication from the Japan Meteorological Agency or wind condition observation organizations, etc.) and an autonomous method (for example, recognizing and inferring windsocks installed on the side of the road using a stereo camera, etc.).

[0046] (Vehicle detection unit 51b) The vehicle detection unit 51b can detect whether or not there is a vehicle traveling in front of vehicle 1 based on the data obtained by the data acquisition unit 51a. When the vehicle detection unit 51b detects that there is a vehicle traveling in front of vehicle 1, it can execute a process to ask the driver whether or not to prioritize energy-saving driving, as described later. The vehicle detection unit 51b can, for example, generate an audio signal for the above inquiry and output it to the HMI 30 (speaker 36). When the speaker 36 receives an audio signal for the above inquiry, it can output an audio corresponding to the input audio signal. The speaker 36 can, for example, output an audio message asking whether or not to prioritize energy-saving driving.

[0047] The vehicle detection unit 51b is capable of obtaining the driver's response to the above-mentioned inquiry. For example, after the above-mentioned voice message is output from the speaker 36, the microphone 37 is capable of collecting the driver's response (voice) to the above-mentioned voice message. The microphone 37 is capable of converting the driver's voice obtained through collection into an audio signal and outputting it to the vehicle control device 50 (vehicle detection unit 51b). The vehicle detection unit 51b is capable of obtaining the driver's response to the above-mentioned inquiry by analyzing the audio signal input from the microphone 37.

[0048] The vehicle detection unit 51b is capable of analyzing whether the driver's response to the above inquiry corresponds to data indicating that energy-saving driving should not be prioritized (first data), or to data indicating that energy-saving driving should be prioritized (second data), as described later. If the analysis reveals that the driver's response to the above inquiry corresponds to data indicating that energy-saving driving should not be prioritized (i.e., safe driving should be prioritized), the vehicle detection unit 51b can output a control flag indicating that energy-saving driving should not be prioritized to the energy-saving driving control unit 52d, as described later. If the analysis reveals that the driver's response to the above inquiry corresponds to data indicating that energy-saving driving should be prioritized, the vehicle detection unit 51b can output a control flag indicating that energy-saving driving should be prioritized to the energy-saving driving control unit 52d.

[0049] The driving position derivation unit 51c is capable of deriving the appropriate driving position P1 for vehicle 1 (the vehicle itself), as described later, based on the wind information Iw acquired by the data acquisition unit 51a described above. In doing so, the driving position derivation unit 51c derives the appropriate driving position P1 by considering the changes in the low-energy watershed Ae (the watershed located between vehicle 1 and vehicle 2, as described later) caused by the wind W. This appropriate driving position P1 is, in detail, a driving position that enables energy-saving driving for vehicle 1 (a position within the low-energy watershed Ae, as described later). Details of the process for deriving such an appropriate driving position P1 will be described later.

[0050] (Driving control unit 52) The driving control unit 52 controls the driving of the vehicle 1 according to the various driving modes described below. Examples of driving modes include manual driving mode and driving control mode. Manual driving mode is a driving mode that requires steering by the driver 9 of the vehicle 1, and is a driving mode in which the vehicle 1 is driven according to driving operations such as steering, accelerating, and braking by the driver 9.

[0051] A driving control mode is a driving mode that supports the driver 9 of vehicle 1 in order to enhance the safety of pedestrians and other vehicles around vehicle 1 during the driver's operation of vehicle 1. In a driving control mode, the driving control unit 52 can perform driving control (accelerator control, brake control, and steering control) to support the driver 9, for example, based on data acquired by the data acquisition unit 51a. Driving control modes include ACC mode, safe driving mode, and energy saving mode.

[0052] ACC mode is a driving mode that maintains a constant distance (inter-vehicle distance) between vehicle 1 (the vehicle itself) and the vehicle traveling in front of vehicle 1 (the vehicle ahead) in the lane in which vehicle 1 is traveling, while maintaining a constant speed. In ACC mode, the driving control unit 52 can perform driving control (accelerator control, brake control, and steering control) to maintain a constant distance between the vehicle itself and the vehicle ahead, based on data acquired by the data acquisition unit 51a, for example.

[0053] The safe driving mode is a driving mode that supports the driver 9 of vehicle 1 in order to improve the fuel efficiency and electric efficiency of vehicle 1 while prioritizing the driving safety of vehicle 1. In the safe driving mode, the driving control unit 52 can perform driving control (accelerator control, brake control, and steering control) to move vehicle 1 from its current position to a target position set based on the set inter-vehicle distance described later, based on data acquired by the data acquisition unit 51a and data obtained by the energy-saving driving control unit 52d described later.

[0054] The energy-saving mode is a driving mode that supports the driver 9 of vehicle 1 in order to prioritize improving the fuel efficiency and electric efficiency of vehicle 1. In the energy-saving mode, the driving control unit 52 can perform driving control (accelerator control, brake control, and steering control) to move vehicle 1 from its current position to a target position set based on the shortest inter-vehicle distance described later, based on data acquired by the data acquisition unit 51a and data obtained by the energy-saving driving control unit 52d described later.

[0055] The driving control unit 52 reads the driving mode setting value 43 from the memory unit 40 and can set 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 can set the driving mode to manual driving mode. When the driving mode is manual driving mode, the driving control unit 52 sets the correction torque (described later) to zero and can control the prime mover 60, brake 70 and EPS motor 80 in response to accelerator operation, brake operation and steering wheel operation by the driver of vehicle 1.

[0056] The driving control unit 52 can set the driving mode to the driving control mode when the driving mode setting value 43 is "1". When the driving mode is the driving control mode, the driving control unit 52 generates a correction torque necessary to support the driver 9 of the vehicle 1 based on the data acquired by the data acquisition unit 51a, and can use the generated correction torque to control the prime mover 60, brake 70 and EPS motor 80.

[0057] The driving control unit 52 can set the driving mode to ACC mode when the driving mode setting value 43 is "2". When the driving mode is ACC mode, the driving control unit 52 generates a correction torque necessary for constant speed driving while maintaining a constant distance between the vehicle and the vehicle in front, based on the data acquired by the data acquisition unit 51a, and can use the generated correction torque to control the prime mover 60, brake 70 and EPS motor 80.

[0058] The driving control unit 52 can set the driving mode to safe driving mode when the driving mode setting value 43 is "3". When the driving mode is safe driving mode, the driving control unit 52 generates a correction torque necessary to move the vehicle 1 from its current position to a target position set based on the set inter-vehicle distance described later, based on the data acquired by the data acquisition unit 51a and the data (control signals) obtained from the energy-saving driving control unit 52d described later, and can use the generated correction torque to control the prime mover 60, brake 70 and EPS motor 80.

[0059] The driving control unit 52 can set the driving mode to energy-saving mode when the driving mode setting value 43 is "4". When the driving mode is energy-saving mode, the driving control unit 52 generates a correction torque necessary to move the vehicle 1 from its current position to a target position set based on the shortest inter-vehicle distance described later, based on the data acquired by the data acquisition unit 51a and the data (control signals) obtained from the energy-saving driving control unit 52d described later, and can use the generated correction torque to control the prime mover 60, brake 70 and EPS motor 80.

[0060] The driving control unit 52 includes, for example, an accelerator control unit 52a, a brake control unit 52b, a steering control unit 52c, and an energy-saving driving control unit 52d, as shown in Figure 1.

[0061] The accelerator control unit 52a is capable of controlling the torque of the prime mover 60 based on the required torque corresponding to the amount the accelerator pedal is pressed by the driver 9 of the vehicle 1. The accelerator control unit 52a is also capable of controlling the torque of the prime mover 60 based on a target torque obtained by adding the correction torque described above to the required torque. The prime mover 60 is configured to drive the steering wheels of the vehicle 1 and is capable of driving the steering wheels of the vehicle 1 according to the required torque or target torque input from the accelerator control unit 52a.

[0062] The brake control unit 52b is capable of controlling the torque (braking force) of the brake 70 based on the required torque corresponding to the amount the driver 9 of the vehicle 1 presses the brake pedal. Furthermore, the brake control unit 52b is capable of controlling the torque (braking force) of the brake 70 based on a target torque obtained by adding the correction torque described above to the required torque. The brake 70 is configured to brake the steering wheels of the vehicle 1 and is capable of braking the steering wheels of the vehicle 1 according to the required torque or target torque input from the brake control unit 52b.

[0063] The steering control unit 52c can derive a steering assist torque to assist the steering torque generated by the steering wheel operation of the driver 9 of the vehicle 1, and set an EPS torque corresponding to the derived steering assist torque. The steering control unit 52c can output 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 52c can output a control signal to the EPS motor 80 so that the output torque of the EPS motor 80 becomes the EPS torque considering the correction torque described above. The EPS motor 80 can generate an output torque based on the input control signal and control the steering angle of the steering wheel.

[0064] When the energy-saving driving control unit 52d acquires a control flag indicating that energy-saving driving should not be prioritized, it can store "3" as the driving mode setting value 43 in the storage unit 40. When the energy-saving driving control unit 52d acquires a control flag indicating that energy-saving driving should not be prioritized, it can automatically control the driving so that the following distance (set following distance) is set by the driver 9 of vehicle 1. Based on the data acquired by the data acquisition unit 51a, the energy-saving driving control unit 52d can generate the control signals necessary to realize such automatic driving control.

[0065] The energy-saving driving control unit 52d is capable of obtaining the type of lane in which vehicle 1 is traveling based on the data acquired by the data acquisition unit 51a. The energy-saving driving control unit 52d can read the inter-vehicle distance setting value 44 from the storage unit 40 and read the inter-vehicle distance (set inter-vehicle distance) corresponding to the lane type and the inter-vehicle distance setting value 44 from the inter-vehicle distance table 42 of the storage unit 40. For example, suppose the lane type is a highway and the set inter-vehicle distance read from the inter-vehicle distance table 42 is D2. In this case, the energy-saving driving control unit 52d is capable of reading the highway inter-vehicle distance D2 (for example, 50m) from the inter-vehicle distance table 42.

[0066] When the energy-saving driving control unit 52d acquires a control flag indicating that energy-saving driving should be prioritized, it can store "4" as the driving mode setting value 43 in the storage unit 40. When the energy-saving driving control unit 52d acquires a control flag indicating that energy-saving driving should be prioritized, it can perform automatic driving control so that the distance between vehicles is the shortest possible within the range that can be set in the distance table 42. Based on the data acquired by the data acquisition unit 51a, the energy-saving driving control unit 52d can generate the control signals necessary to realize such automatic driving control.

[0067] The energy-saving driving control unit 52d is capable of acquiring the type of lane in which vehicle 1 is traveling, based on the data acquired by the data acquisition unit 51a. The energy-saving driving control unit 52d is capable of reading the shortest following distance (minimum following distance) for the acquired lane type from the following distance table 42 in the storage unit 40, within the range that can be set in the following distance table 42. For example, suppose the lane type is a highway and the shortest following distance on a highway is D4. In this case, the energy-saving driving control unit 52d is capable of reading the following distance D4 (for example, 30m) on the highway from the following distance table 42.

[0068] Furthermore, the energy-saving driving control unit 52d is capable of controlling the driving position of vehicle 1 so that vehicle 1 travels to the appropriate driving position P1 derived by the aforementioned driving position derivation unit 51c (by executing the driving control processing described later). In other words, when a change in the watershed caused by wind W in the aforementioned low-energy watershed Ae is anticipated, the energy-saving driving control unit 52d controls vehicle 1 to travel to the appropriate driving position P1, thereby enabling the execution of energy-saving driving based on the aforementioned wind information Iw. Specifically, the energy-saving driving control unit 52d is capable of generating control signals necessary to realize the above-described driving control processing based on the derived appropriate driving position P1. Details of such driving control processing will be described later.

[0069] (Training control unit 53) The training control unit 53 is capable of performing driving training processing for the driver 9 of the vehicle 1 to assist the vehicle 1 in driving to the appropriate driving position P1 described above. The training control unit 53 includes, for example, a training guidance unit 53a, a training evaluation unit 53b, and a HUD drawing control unit 53c, as shown in Figure 1.

[0070] The training guidance unit 53a, as will be described in detail later, is capable of performing guidance processing to guide the driver 9 of vehicle 1 to estimate the appropriate driving position P1. During this guidance processing, the training guidance unit 53a is capable of performing processing to ask the driver 9 whether or not to perform driving training processing. The training guidance unit 53a is capable of generating an audio signal for the above inquiry and outputting it to the HMI 30 (speaker 36). When the speaker 36 receives an audio signal for the above inquiry, it is capable of outputting an audio corresponding to the input audio signal. The speaker 36 is capable of outputting an audio message asking whether or not to perform driving training processing.

[0071] The training guidance unit 53a is capable of obtaining the driver's response to the above-mentioned inquiry. For example, after the above-mentioned voice message is output from the speaker 36, the microphone 37 is capable of collecting the driver's response (voice) to the above-mentioned voice message. The microphone 37 is capable of converting the voice of the driver 9 obtained through collection into an audio signal and outputting it to the vehicle control device 50 (training guidance unit 53a). The training guidance unit 53a is capable of obtaining the driver's response to the above-mentioned inquiry by analyzing the audio signal input from the microphone 37.

[0072] The training guidance unit 53a is capable of analyzing whether the driver's response to the above inquiry corresponds to data indicating consent to the driving training process or data indicating non-consent to the driving training process. If the analysis results in the driver's response to the above inquiry corresponding to data indicating consent to the driving training process, the training guidance unit 53a can output a control flag indicating consent to the driving training process to the training evaluation unit 53b.

[0073] When the training evaluation unit 53b obtains a control flag indicating consent to the driving training process, it can store "0" as the driving mode setting value 43 in the storage unit 40. Based on the data obtained by the data acquisition unit 51a, the training evaluation unit 53b can obtain the type of lane in which the vehicle 1 is traveling.

[0074] The training evaluation unit 53b is capable of deriving the drawing position coordinates of the appropriate driving position P1 (target position) on the HUD 39 (image displayed on the display surface 39A). The training evaluation unit 53b is capable of deriving, for example, the coordinate data of the appropriate driving position P1 in the image data Da or distance image data Db. The training evaluation unit 53b is capable of deriving, for example, the coordinate data of the appropriate driving position P1 on the HUD 39 (image displayed on the display surface 39A) corresponding to the appropriate driving position P1 in the image data Da or distance image data Db, based on the forward position table 45 and the HUD position table 46. The training evaluation unit 53b is capable of setting, for example, the coordinate data of the appropriate driving position P1 derived in this way on the HUD 39 (image displayed on the display surface 39A) as drawing coordinate data. The training evaluation unit 53b is capable of outputting the obtained drawing coordinate data to the HUD drawing control unit 53c.

[0075] When the HUD drawing control unit 53c receives drawing coordinate data from the training evaluation unit 53b, it can generate a video signal that generates an image including a marker at the position corresponding to the drawing coordinate data and output it to the HUD 39. Based on the video signal input from the HUD drawing control unit 53c, the HUD 39 can display the image including the marker on the display surface 39A of the front windshield FW. This marker is, for example, a marker in which the appropriate driving position P1 is filled with a fluorescent color. As a result, the driver 9 of the vehicle 1 can visually confirm the appropriate driving position P1 as a target position while driving the vehicle 1.

[0076] The training evaluation unit 53b outputs the drawing position to the HUD drawing control unit 53c, then generates a message to inform the driver 9 of the appropriate driving position P1 (target position), generates an audio signal for the generated message, and outputs it to the HMI 30 (speaker 36). When the speaker 36 receives an audio signal for the above message, it can output audio corresponding to the input audio signal. For example, the speaker 36 can output an audio message informing the driver of the appropriate driving position P1.

[0077] The training evaluation unit 53b is capable of periodically acquiring data obtained from the data acquisition unit 51a (such as driving data Dd of vehicle 1 driven by driver 9) until vehicle 1 reaches the appropriate driving position P1. Based on the periodic data (such as the aforementioned driving data Dd) acquired from the data acquisition unit 51a, the training evaluation unit 53b can calculate the degree of agreement between the current position of vehicle 1 and the appropriate driving position P1 as the target position, and evaluate the driving skills of driver 9 according to the degree of agreement obtained by the calculation.

[0078] The training evaluation unit 53b is capable of presenting the evaluation content to the driver 9. For example, the training evaluation unit 53b can generate an audio signal about the evaluation content and output it to the HMI 30 (speaker 36). In addition, the training evaluation unit 53b can generate a display signal about the evaluation content and output it to the HMI 30 (center panel display 35). In other words, it is possible to output an audio message or video message corresponding to the above-mentioned evaluation content from the HMI 30 to the driver 9.

[0079] Here, the data acquisition unit 51a described above corresponds to a specific example of the "acquisition unit" according to one embodiment of the present disclosure. Furthermore, the vehicle detection unit 51b, driving position derivation unit 51c, driving control unit 52, and training control unit 53 described above correspond to a specific example of the "vehicle control unit" in one embodiment of the present disclosure.

[0080] [Action and function / effect] Next, the operation, function, and effects of this embodiment will be described in detail.

[0081] (A. Regarding the low-energy watershed Ae) First, we will explain in detail the low-energy watershed Ae mentioned above using Figures 3 and 4. Figure 3 schematically represents an example of a low-energy watershed Ae located between two moving vehicles (vehicles 1 and 2). Figure 4 schematically represents an example of watershed change caused by wind W in the low-energy watershed Ae shown in Figure 3. In the example shown in Figures 3 and 4, in a road with three lanes on one side, lane La has lanes (driving lanes) La1, La2, and La3. Vehicle 1 (our vehicle) is traveling in lane La2, which is located in the middle, and vehicle 2 (another vehicle) is traveling in front of vehicle 1 in lane La2.

[0082] Generally speaking, when a vehicle is traveling on an ordinary road or highway, an airflow is generated around the vehicle depending on its shape, size, speed, etc. This airflow creates air resistance on the moving vehicle and can be one of the factors that worsen the vehicle's fuel efficiency and electric power consumption. On the other hand, when another vehicle (hereinafter referred to as "the vehicle ahead") is traveling in front of the vehicle, the airflow generated by this vehicle affects the airflow around the vehicle. Behind the vehicle ahead, the airflow generated by the vehicle creates a region with relatively low fluid energy (low-energy airflow region). When the vehicle travels within this low-energy airflow region (low fluid energy region), the air resistance experienced by the vehicle is smaller compared to when the vehicle travels outside the low-energy airflow region. Therefore, by driving the vehicle within the low-energy airflow region, it is possible to improve the vehicle's fuel efficiency and electric power consumption.

[0083] Specifically, in the example shown in Figure 3, the low-energy drainage region Ae described above will be generated as a wake region between vehicles 1 and 2 traveling on lane La (behind vehicle 2, which is the forward vehicle as described above). In this case, for example, as shown in Figure 3, by having vehicle 1 travel within the low-energy drainage region Ae that has been generated behind vehicle 2, it is possible to improve the fuel efficiency and electric power consumption of vehicle 1 compared to when vehicle 1 is traveling outside the low-energy drainage region Ae.

[0084] However, as shown in Figure 4, for example, if there is wind W (such as a crosswind) around vehicles 1 and 2, the low-energy watershed Ae may be moved by this wind W (see the dashed arrow in Figure 4). In other words, such wind W can cause a change in the low-energy watershed Ae. In the example shown in Figure 4, this change in the low-energy watershed Ae results in vehicle 1 traveling outside the low-energy watershed Ae, which in turn worsens the fuel efficiency and electricity consumption of vehicle 1.

[0085] (B. Vehicle control processing) Therefore, in the vehicle 1 of this embodiment, the vehicle control device 50 performs the following vehicle control processing.

[0086] Figure 5 is a flowchart illustrating an example of the vehicle control process according to this embodiment. Figure 6 schematically represents an example of an appropriate driving position P1 during the vehicle control process shown in Figure 5. Figure 7 schematically represents an example of controlling the driving position to the appropriate driving position P1 shown in Figure 6. Figure 8 schematically represents an example of a guidance display used during the guidance process shown in Figure 5.

[0087] Furthermore, the examples shown in Figures 6 to 8 are all based on the examples shown in Figures 3 and 4 mentioned above. In these examples, Vehicle 1 corresponds to a specific example of "Vehicle" and "First Vehicle" in one embodiment of the present disclosure, and Vehicle 2 corresponds to a specific example of "Second Vehicle" in one embodiment of the present disclosure.

[0088] In the processing example shown in Figure 5, first, the vehicle control device 50 determines whether the driving mode is ACC mode or not based on the driving mode setting value 43 (step S11). If it is determined that the driving mode is not ACC mode (step S11:N), the process returns to step S11. On the other hand, if it is determined that the driving mode is ACC mode (step S11:Y), the vehicle control device 50 then acquires the wind information Iw mentioned above using the data acquisition unit 51a (step S12).

[0089] Next, the driving position derivation unit 51c in the vehicle control device 50 derives an appropriate driving position P1 for the vehicle 1 based on the acquired wind information Iw, taking into account the change in the low-energy watershed Ae caused by the wind W (step S13). For example, as shown in Figure 6, if the low-energy watershed Ae changes due to the wind W (as indicated by the dashed arrow, when it moves from lane La2 to lane La1), the position within the low-energy watershed Ae after the change (movement) is derived as the appropriate driving position P1.

[0090] Specifically, as shown in Figures 4, 6, and 7, if the pitch angle θ in the wind W is 30° and the wind speed u is 5 [m / s], the appropriate driving position P1 can be derived as follows. In this case, for example, the inter-vehicle distance x (distance between vehicles 1 and 2) set in the inter-vehicle distance setting value 44 is assumed to be 30 [m], and the vehicle speed v of vehicle 1 detected by the sensor unit 10 is 27.8 [m / s] = 100 [km / h].

[0091] Then, the wind velocity component ux in the vehicle direction of travel (x direction) in wind W, the wind velocity component uy in the vehicle width direction (y direction) in wind W, the relative velocity vtotalx in the x direction, the relative velocity vtotaly in the y direction, and the time t required for the low-energy basin Ae to move 30 [m] backward are as follows:

[0092] ·ux=(u×cosθ)=4.33[m / s] ·uy=(u×sinθ)=2.50[m / s] vtotalx=(v+ux)=32.13[m / s] ·vtotaly=uy=2.50[m / s] t=(x / vtotalx)=0.93[s]

[0093] Therefore, the y-direction travel distance Ly in the low-energy watershed Ae is derived as follows. By applying this travel distance Ly to the current position of vehicle 1, the appropriate driving position P1 for vehicle 1 can be derived.

[0094] Ly = (vtotaly × t) = 2.33 [m]

[0095] Next, the vehicle control device 50 acquires a selection signal Ss (step S14) for either a driving control process by the driving control unit 52 (energy-saving driving control unit 52d) (step S16, described later) or a driver training process by the training control unit 53 (steps S17 to S19, described later). In other words, a selection signal Ss for selecting the execution of one of these driving control processes and driver training processes is generated in response to an operation by the driver 9 of the vehicle 1 using the HMI 30 and acquired by the vehicle control device 50. Examples of the HMI 30 used in this case include a microphone 37 or a center panel display 35.

[0096] Next, the vehicle control device 50 determines whether or not to select and execute the driving control process based on the selection signal Ss obtained in this manner (step S15). If it is determined that the driving control process should be selected and executed (step S15:Y), the driving control unit 52 (energy-saving driving control unit 52d) controls the driving position of the vehicle 1 so that the vehicle 1 travels in the appropriate driving position P1, for example as shown in Figure 7 (step S16). Through this driving control process, for example as shown in Figure 7, even if the area of ​​the low-energy watershed Ae changes due to wind W, the vehicle 1 will continue to travel within the low-energy watershed Ae, and the energy-saving driving described above will continue. In this case, the series of processes shown in Figure 5 is completed.

[0097] On the other hand, if it is determined that the driving control process is not selected and executed (i.e., the driving training process is selected and executed) (step S15:N), the training control unit 53 executes the driving training process as follows (steps S17 to S19).

[0098] Specifically, first, the training guidance unit 53a in the training control unit 53 performs guidance processing to guide the driver 9 of the vehicle 1 to estimate the appropriate driving position P1 (step S17). In detail, using the HMI 30 (speaker 36, microphone 37, center panel display 35 and HUD 39, etc.), a guidance display Si as shown in Figure 8 is displayed on a predetermined display surface, and the guidance processing is performed, for example, in the following steps (a) to (d).

[0099] (a) The direction of travel (direction) of vehicle 1 will be presented as a quiz question. (b)By checking the answers to the quiz in (a), the driver 9 is made to recognize the direction. (c) After presenting the wind direction W to the driver 9, the driver 9 is instructed to estimate the appropriate driving position P1 (for example, as shown in the guidance display Si in Figure 8, the driver 9 is instructed to estimate which of the multiple driving positions A to C is the correct driving position). By checking the accuracy of the estimations in (d) and (c), the driver 9 is made to recognize the appropriate driving position P1.

[0100] Next, the training evaluation unit 53b in the training control unit 53 performs an evaluation process to evaluate the driver's (manual driving) to the appropriate driving position P1 guided by the guidance process described above (steps S18 to S19). Specifically, the training evaluation unit 53b first acquires the driving data Dd of the vehicle 1 by the driver 9 to the guided appropriate driving position P1 from the data acquisition unit 51a (step S18). Then, based on the driving data Dd of the vehicle 1 acquired in this way, the training evaluation unit 53b performs an evaluation process on the driving by the driver 9 (driving to the appropriate driving position P1) (step S19).

[0101] Specific evaluation methods used by the training evaluation unit 53b include, for example, the method described above (a method for evaluating the driving skills of driver 9 based on the degree of agreement between the current position of vehicle 1 and the appropriate driving position P1). Furthermore, as a method for presenting the evaluation results to driver 9, for example, as described above, a method of outputting an audio or video message corresponding to the evaluation results from HMI 30 to driver 9 is also included.

[0102] In this case, the series of processing examples shown in Figure 5 is now complete.

[0103] (C. Action / Effect) In this embodiment, when a vehicle 2, which is different from vehicle 1 (the vehicle itself), is traveling in the vicinity of vehicle 1, wind information Iw regarding the wind W flowing around vehicle 1 is acquired. Based on this wind information Iw, an appropriate driving position P1 for vehicle 1 is derived, taking into account the changes in the watershed caused by wind W in the low-energy watershed Ae. Then, based on this appropriate driving position P1, one of the selected processes from the driving control process and the driving training process described above is executed.

[0104] As a result, for example, when performing driving control processing, even if the low-energy watershed Ae changes due to wind W, the vehicle 1 can be controlled to move to the appropriate driving position P1 (vehicle 1 can move within the low-energy watershed Ae). As a result, the aerodynamic performance of vehicle 1 is improved compared to when vehicle 1 is driven outside the low-energy watershed Ae, thereby improving the fuel efficiency and electric power consumption of vehicle 1. Furthermore, for example, when performing driving training processing, driving training can be performed on the driver 9 of vehicle 1 to move to the appropriate driving position P1, thereby improving the driver 9's driving skills. For these reasons, this embodiment makes it possible to improve convenience.

[0105] Furthermore, in this embodiment, the driving training process described above includes a guidance process to guide the driver 9 to estimate the appropriate driving position P1, as follows: In other words, driving training to the appropriate driving position P1 can be carried out smoothly for the driver 9, and it becomes possible to further improve the driver 9's driving skills.

[0106] Furthermore, in this embodiment, the driving training process described above includes an evaluation process that evaluates the driver's driving to the appropriate driving position P1 guided by the guidance process described above, as follows: In other words, it is possible to provide appropriate feedback on the driver's driving, and to further improve the driver's driving skills.

[0107] <2. Variant> Next, a modified example of the above embodiment will be described. In the following, components identical to those in the embodiment will be denoted by the same reference numerals, and their descriptions will be omitted as appropriate.

[0108] Figure 9 is a schematic diagram illustrating an example of vehicle control processing related to a modified example. In this modified example shown in Figure 9, vehicles 2a and 2b correspond to specific examples of the "second vehicle" in one embodiment of the present disclosure.

[0109] In the above embodiment, as shown in Figure 3, an example was described in which another vehicle, vehicle 2, is traveling in front of vehicle 1 (the vehicle itself) traveling in lane La2 (in front of the vehicle in the same lane La2). In contrast, the modified example shown in Figure 9 is an example in which another vehicle, vehicle 2a, is traveling to the side of vehicle 1 (the vehicle itself) traveling in lane La2 (to the side on lane La3, which is adjacent to lane La2). Alternatively, in this modified example, another vehicle, vehicle 2b, is traveling diagonally in front of vehicle 1 (diagonally in front on lane La3).

[0110] In this modified example, the same vehicle control processing as in the above embodiment may be applied to acquire the wind information Iw described above, and based on the appropriate driving position P1 derived using this wind information Iw, one of the selected processes from the aforementioned driving control processing and driving training processing may be executed. In this way, in this modified example as well, it is possible to obtain the same effects through basically the same operation as in the embodiment.

[0111] <3. Other variations> Although the present disclosure has been described above with reference to embodiments and modifications, the present disclosure is not limited to these embodiments, and various modifications are possible.

[0112] For example, the configuration of each component in the vehicle and vehicle control device is not limited to those described in the above embodiments. Furthermore, the values, ranges, and magnitude relationships of the various parameters described in the above embodiments are not limited to those described, and other values, ranges, and magnitude relationships may also be used.

[0113] Furthermore, while the above embodiments have described specific examples of vehicle control processing (vehicle control methods) applied to vehicle control devices, the vehicle control processing is not limited to these examples. In other words, for example, other methods may be used to perform the vehicle control processing.

[0114] In addition, the series of processes described in the above embodiments may be performed by hardware (circuits) or by software (programs). If performed by software, the software consists of a group of programs that cause a computer to execute each function. Each program may, for example, be pre-installed in the computer or installed on the computer from a network or recording medium.

[0115] Furthermore, the various examples described so far may be applied in any combination.

[0116] Furthermore, the effects described herein are merely illustrative and not limiting, and other effects may also occur.

[0117] Furthermore, this disclosure can also take the following form. (1) The vehicle control unit that controls the first vehicle, In a situation where a second vehicle, different from the first vehicle, is traveling in the vicinity of the first vehicle, an acquisition unit is configured to acquire wind information relating to the wind flowing around the first vehicle. Equipped with, The vehicle control unit, Based on the wind information, and considering the changes in the low-energy watershed located between the second vehicle and the first vehicle caused by the wind, the appropriate driving position for the first vehicle is derived, Based on the derived appropriate driving position, A driving control process that controls the driving position of the first vehicle so that the first vehicle drives in the appropriate driving position, A driving training process for the driver of the first vehicle, which assists the first vehicle in driving to the appropriate driving position, It is configured to perform one of the selected processes. Vehicle control system. (2) The aforementioned driving training process includes a guidance process for guiding the driver to estimate the appropriate driving position. The vehicle control device described in (1) above. (3) The aforementioned driving training process further includes an evaluation process that evaluates the driver's driving to the appropriate driving position guided by the guidance process. The vehicle control device described in (2) above. (4) The acquisition unit is, When the second vehicle is traveling in front of or beside the first vehicle, The system is configured to acquire wind information relating to the wind flowing around the first vehicle. A vehicle control device as described in any of (1) to (3) above. (5) Equipped with a vehicle control system, The aforementioned vehicle control device is The vehicle control unit that controls the first vehicle, In a situation where a second vehicle, different from the first vehicle, is traveling in the vicinity of the first vehicle, an acquisition unit is configured to acquire wind information relating to the wind flowing around the first vehicle. It has, The vehicle control unit, Based on the wind information, and considering the changes in the low-energy watershed located between the second vehicle and the first vehicle caused by the wind, the appropriate driving position for the first vehicle is derived, Based on the derived appropriate driving position, A driving control process that controls the driving position of the first vehicle so that the first vehicle drives in the appropriate driving position, A driving training process for the driver of the first vehicle, which assists the first vehicle in driving to the appropriate driving position, It is configured to perform one of the selected processes. vehicle.

[0118] The vehicle control device 50 shown in Figure 1 can be implemented by a circuit 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 some of the functions of the vehicle control device 50 shown in Figure 1 by reading instructions from at least one non-temporary, tangible computer-readable medium. Such a medium can take various forms, including, but is 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 memory. Volatile memory may include DRAM and SRAM. Non-volatile memory may include ROM and NVRAM. An ASIC is an integrated circuit (IC) specialized to perform all or some of the functions of the vehicle control device 50 shown in Figure 1. An FPGA is an integrated circuit designed to be configurable after manufacturing to perform all or some of the functions of the vehicle control device 50 shown in Figure 1. [Explanation of Symbols]

[0119] 1...Vehicle (own vehicle), 10...Sensor unit, 11...Stereo camera, 2,2a,2b...Vehicle (other vehicle), 20...Communication unit, 30...HMI, 31...Steering wheel, 32...Accelerator pedal, 33...Brake pedal, 34...Meter panel display, 35...Center panel display, 36...Speaker, 37...Microphone, 38...Steering wheel shift, 39...HUD, 39A...Display surface, 40...Storage unit, 41...Road map DB, 42...Distance table, 43...Driving mode setting value, 44...Distance setting value, 45...Forward position table, 46...HUD position table, 50...Vehicle control unit, 51a...Data acquisition 51b...Vehicle detection unit, 51c...Driving position derivation unit, 52...Driving control unit, 52a...Accelerator control unit, 52b...Brake control unit, 52c...Steering control unit, 52d...Energy-saving driving control unit, 53...Training control unit, 53a...Training guidance unit, 53b...Training evaluation unit, 53c...HUD drawing control unit, 60...Motor, 70...Brake, 80...EPS motor, 9...Driver, FW...Front windshield, La, La1, La2, La3...Lane, Ae...Low energy flow area, W...Wind, θ...Yoke angle, u...Wind speed, Iw...Wind information, P1...Appropriate driving position, Ss...Selection signal, Dd...Driving data, Si...Guidance display.

Claims

1. A vehicle control unit that controls the first vehicle, In a situation where a second vehicle, different from the first vehicle, is traveling in the vicinity of the first vehicle, an acquisition unit is configured to acquire wind information relating to the wind flowing around the first vehicle. Equipped with, The vehicle control unit, Based on the wind information, the appropriate driving position of the first vehicle is derived by considering the changes in the low-energy watershed located between the second vehicle and the first vehicle, and taking into account the changes in the watershed caused by the wind. Based on the derived appropriate driving position, A driving control process that controls the driving position of the first vehicle so that the first vehicle drives in the appropriate driving position, Driving training process for the driver of the first vehicle, which assists the first vehicle in driving to the appropriate driving position, It is configured to perform one of the selected processes. Vehicle control system.

2. The aforementioned driving training process includes a guidance process for guiding the driver to estimate the appropriate driving position. The vehicle control device according to claim 1.

3. The aforementioned driving training process further includes an evaluation process that evaluates the driver's driving to the appropriate driving position guided by the guidance process. The vehicle control device according to claim 2.

4. The acquisition unit is, When the second vehicle is traveling in front of or beside the first vehicle, The system is configured to acquire wind information relating to the wind flowing around the first vehicle. A vehicle control device according to any one of claims 1 to 3.

5. Equipped with a vehicle control system, The aforementioned vehicle control device is A vehicle control unit that controls the first vehicle, In a situation where a second vehicle, different from the first vehicle, is traveling in the vicinity of the first vehicle, an acquisition unit is configured to acquire wind information relating to the wind flowing around the first vehicle. It has, The vehicle control unit, Based on the wind information, the appropriate driving position of the first vehicle is derived by considering the changes in the low-energy watershed located between the second vehicle and the first vehicle, and taking into account the changes in the watershed caused by the wind. Based on the derived appropriate driving position, A driving control process that controls the driving position of the first vehicle so that the first vehicle drives in the appropriate driving position, Driving training process for the driver of the first vehicle, which assists the first vehicle in driving to the appropriate driving position, It is configured to perform one of the selected processes. vehicle.

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