Vehicle control system and vehicle control method

Abstract

To provide a technique capable of executing ACC which suits a preference of a driver having a dislike for another vehicle's cutting-in, and capable of preventing the execution of the ACC from being misinterpreted by a driver of a preceding vehicle as tailgating.SOLUTION: A controller includes a memory and a processor. The processor executes ACC processing of a first vehicle following a second vehicle. In the ACC processing, when a level class selected by a driver of the first vehicle is a prescribed level class or less, it is determined whether ACC for following the second vehicle is continuously executed for a prescribed time or more. When it is determined that the ACC is continuously executed for the prescribed time or more, it is determined whether a third vehicle's cutting-in between the first vehicle and the second vehicle is predicted. When it is determined that the cutting-in is not predicted, data on the level class stored in the memory is changed to data on a level class which expands an inter-vehicle distance between the first vehicle and the second vehicle.SELECTED DRAWING: Figure 8

Description

[Technical field]

[0001] The present invention relates to a system and method for controlling the operation of a vehicle. [Background technology]

[0002] Adaptive Cruise Control (ACC), a control system that follows a preceding vehicle traveling in front of the vehicle, is known as a control system that assists vehicle driving. ACC controls the vehicle so that the distance between the vehicle and the preceding vehicle is kept at a target value.

[0003] An example of a conventional technique for performing ACC is the ACC system described in JP 2011-180934 A. This ACC system calculates the vehicle height of the preceding vehicle based on image data acquired from a camera of the vehicle. The ACC system also identifies the vehicle type of the preceding vehicle based on this vehicle height. This vehicle type is, for example, a normal passenger car, a medium-sized car, or a large vehicle. The ACC system further sets the target value based on the vehicle type. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2011-180934 A [Patent Document 2] Patent No. 5321250 Summary of the Invention [Problem to be solved by the invention]

[0005] The target value in the ACC is usually set by the driver of the vehicle. In this case, the driver does not set a specific numerical value representing the target value, but selects a level classification according to the level of the following distance, such as "short following distance," "long following distance," or "medium following distance." When a level classification is selected, the ACC system calculates the target value based on this level classification.

[0006] It can be said that the level category selected by the driver of the vehicle is the following distance that suits the driver's preference. This is because a driver who values ​​the driving safety of the vehicle is considered to prefer a level category corresponding to a "longer following distance". On the other hand, a driver who values ​​the driving efficiency of the vehicle does not like other vehicles cutting in between the vehicle ahead and the vehicle, and is considered to prefer a level category corresponding to a "shorter following distance".

[0007] Consider the level classification from the perspective of the driver of the preceding vehicle. When a level classification corresponding to a "shorter distance between vehicles" is selected, the target value set by the ACC system becomes shorter. In that case, the driver of the preceding vehicle may misunderstand that ACC based on a short target value is "tailgating," which requests the preceding vehicle to accelerate or change lanes.

[0008] In order to avoid such a misunderstanding, it is considered effective to set the target value calculated based on the level category to a "not short distance" when the level category corresponding to the "shorter distance" is selected. However, in this case, there is practically no level category available for drivers who do not want to be cut in by other vehicles. Therefore, an improvement is desired to execute ACC that meets the preferences of drivers who do not want to be cut in by other vehicles, and to prevent the execution of this ACC from being misunderstood by the driver of the preceding vehicle as tailgating.

[0009] One object of the present invention is to provide a technology that can execute ACC in accordance with the preferences of drivers who dislike being cut off by other vehicles, and can prevent the execution of this ACC from being mistaken for tailgating by the driver of the preceding vehicle. [Means for solving the problem]

[0010] A first aspect of the present invention is a vehicle control system for controlling driving of a vehicle, and has the following features. The vehicle control system includes a memory and a processor. The memory stores driving environment data of a first vehicle and data on a level classification of a distance between vehicles. The processor executes a following control of the first vehicle to follow a second vehicle traveling ahead of the first vehicle based on the driving environment data and the level classification data. The processor, in the tracking control, When a driver selection category indicating the level category selected by a driver of the first vehicle is equal to or lower than a predetermined level category, determining whether or not the following control for following the second vehicle has been continuously executed for a predetermined time or more; when it is determined that the following control for following the second vehicle has been continuously executed for the predetermined time or more, determining whether or not an intrusion by a third vehicle is expected based on the driving environment data; If it is determined that the cut-in is not expected, the level classification data stored in the memory is changed to level classification data that increases the inter-vehicle distance between the first vehicle and the second vehicle.

[0011] The second invention has the following additional features in addition to the first invention. The memory further stores data on a frontal projection area of ​​the first vehicle, The processor further includes, in the tracking control, When changing the level classification data, the wider the frontal projection area is, the larger the level classification that increases the inter-vehicle distance is selected.

[0012] The third invention is the first or second invention further having the following features. The memory further stores data on the vehicle height of the first vehicle, The processor further includes, in the tracking control, When changing the data of the level division, a vehicle height of the second vehicle is calculated based on the driving environment data; if the second vehicle is lower than the first vehicle, calculating the difference therebetween; The larger the difference is, the larger the level category is selected to increase the inter-vehicle distance.

[0013] A fourth invention is any one of the first to third inventions, further comprising the following features. The processor further includes, in the tracking control, After the level classification data is changed, it is determined whether the cut-in is expected based on the driving environment data; If it is determined that the interrupt is expected, the data of the system selection category indicating the changed level category is changed again to the data of the driver selection category.

[0014] A fifth aspect of the present invention is a vehicle control method for controlling driving of a vehicle by a control device, the method having the following features. The control device includes a memory and a processor. The memory stores driving environment data of a first vehicle and data on a level classification of a distance between vehicles. The processor executes a following control of the first vehicle to follow a second vehicle traveling ahead of the first vehicle based on the driving environment data and the level classification data. The tracking control is When a driver selection category indicating the level category selected by a driver of the first vehicle is equal to or lower than a predetermined level category, a process of determining whether or not the following control for following the second vehicle has been continuously executed for a predetermined time or more; a process of determining whether or not an intrusion by a third vehicle is expected based on the driving environment data when it is determined that the following control for following the second vehicle has been continuously executed for the predetermined time or more; a process of changing the level classification data stored in the memory to level classification data for increasing the inter-vehicle distance between the first vehicle and the second vehicle when it is determined that the cut-in is not expected; Includes. Effect of the Invention

[0015] According to the first or fifth invention, when the driver selection category is equal to or lower than a predetermined level category, it is determined whether or not the ACC following the second vehicle has been continuously executed for a predetermined time or more. In addition, when it is determined that the ACC has been continuously executed for a predetermined time or more, it is determined whether or not an intrusion by a third vehicle is expected. Then, when it is determined that the intrusion is not expected, the level category data stored in the memory is changed to level category data that increases the inter-vehicle distance between the first vehicle and the second vehicle. Therefore, it is possible to execute the ACC that meets the preferences of the driver of the first vehicle who dislikes the intrusion by the third vehicle, and to prevent the execution of the ACC from being misunderstood by the driver of the second vehicle as "tailgating".

[0016] The frontal projection area of ​​the first vehicle is the area of ​​the horizontal cross section when the first vehicle is viewed from the front. The wider the frontal projection area, the more likely it is that the driver of the second vehicle will misunderstand that this is "tailgating." In this regard, according to the second invention, when changing the level classification data, a level classification that increases the inter-vehicle distance between the first and second vehicles is selected as the frontal projection area of ​​the first vehicle becomes wider. Therefore, it is possible to appropriately resolve situations that are likely to be misunderstood as "tailgating" according to the frontal projection area.

[0017] When the height of the second vehicle is equal to or lower than that of the first vehicle, the driver of the second vehicle is more likely to mistakenly believe that the driver is tailgating than when the height is not equal to or lower than that of the first vehicle. In this regard, according to the third invention, when the height of the second vehicle is equal to or lower than that of the first vehicle, a level classification is selected that increases the inter-vehicle distance between the first and second vehicles as the difference in their heights increases. Therefore, it is possible to appropriately resolve situations that are easily mistaken for tailgating according to the difference in vehicle height.

[0018] According to the fourth aspect of the present invention, after the level classification data is changed, it is determined whether or not an intrusion by a third vehicle is expected. If it is determined that the intrusion is not expected, the level classification data stored in the memory is changed again to the driver selection classification data. Therefore, even after the level classification data is changed, it is possible to prevent the intrusion by the third vehicle and execute ACC according to the intention of the driver of the first vehicle. [Brief description of the drawings]

[0019] [Figure 1] FIG. 1 is a diagram illustrating ACC. [Diagram 2] 6 is a diagram showing an example of a relationship between a target value of a distance between a first vehicle and a second vehicle and a vehicle speed and a level classification. FIG. [Diagram 3] 1 is a diagram illustrating features of an ACC according to an embodiment. [Figure 4] 1 is a block diagram showing an example of the configuration of a vehicle control system according to an embodiment; [Diagram 5] 5 is a block diagram showing an example of a functional configuration of a control device shown in FIG. 4. [Figure 6] 11 is a diagram illustrating another example of setting level classifications selected by the vehicle control system according to the embodiment. FIG. [Figure 7] 11 is a diagram illustrating yet another setting example of level classifications selected by the vehicle control system according to the embodiment. FIG. [Figure 8] 4 is a flowchart showing a flow of processing related to ACC performed by a control device. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0020] Hereinafter, a vehicle control system according to an embodiment of the present invention will be described with reference to the drawings. The vehicle control method according to the embodiment is realized by computer processing performed in the vehicle control system according to the embodiment. In addition, in each drawing, the same or corresponding parts are given the same reference numerals, and the description thereof will be simplified or omitted.

[0021] 1. Overview of the embodiment 1-1.ACC FIG. 1 is a diagram illustrating ACC. FIG. 1 depicts a first vehicle M1, a second vehicle M2, and a third vehicle M3. The first vehicle M1 and the second vehicle M2 are traveling in the same direction on a lane L1 defined by two white lines. The first vehicle M1 is equipped with a vehicle control system (hereinafter also simply referred to as the "system") 100 according to an embodiment. The system 100 executes ACC. The third vehicle M3 is traveling in the same direction as the first vehicle M1 and the second vehicle M2 on a lane L2 adjacent to the lane L1. The third vehicle M3 corresponds to another vehicle in ACC.

[0022] In the system 100, for example, an HMI (Human Machine Interface) of the first vehicle M1 detects the driver's intention to execute ACC. A typical example of the HMI is a switch provided on a steering wheel. A typical intention to execute ACC is the operation of a switch. Other examples of the HMI are a sensor, a voice recognition system, and a gesture recognition system. When the driver's intention to execute ACC is detected, the execution of ACC is started. When the driver's intention to end ACC is detected, the execution of ACC is ended.

[0023] In the ACC in which the second vehicle M2 is the tracking target, the first vehicle M1 is controlled so that the distance D(v1) between the second vehicle M2 and the first vehicle M1 matches a target value. Hereinafter, the distance D(v1) is also referred to as the "inter-vehicle distance D(v1)" and the target value of the distance D(v1) is also referred to as the "target inter-vehicle distance TD(v1)." In this ACC, if the inter-vehicle distance D(v1) is shorter than the target inter-vehicle distance TD(v1), the system 100 decelerates the first vehicle M1. If the inter-vehicle distance D(v1) is longer than the target inter-vehicle distance TD(v1), the system 100 accelerates the first vehicle M1.

[0024] The target inter-vehicle distance TD(v1) is calculated based on the vehicle speed v1 of the first vehicle M1 and the level classification DLv of the inter-vehicle distance. The level classification DLv is composed of a plurality of level classifications. One of these level classifications DLv is used to calculate the target inter-vehicle distance TD(v1). The level classification DLv is selected in advance by the driver, or is selected by the driver when expressing an intention to execute ACC. Hereinafter, the level classification DLv selected by the driver is also referred to as the "driver selection classification LSD."

[0025] When the inter-vehicle distance D(v1) is equal to the target inter-vehicle distance TD(v1), the vehicle speed v1 coincides with the vehicle speed v2 of the second vehicle M2. When the inter-vehicle distance D(v1) is equal to the target inter-vehicle distance TD(v1), the vehicle speed v1 may coincide with the upper limit speed vL. The upper limit speed vL is, for example, the vehicle speed v1 when the driver's intention to execute ACC is detected, or the speed selected by the driver when expressing the intention to execute ACC.

[0026] Fig. 2 is a diagram showing an example of the relationship between the target inter-vehicle distance TD (v1), the vehicle speed v1, and the level division DLv. In the example shown in Fig. 2, the multiple level divisions DLv are composed of five divisions, namely, level divisions DLv1 to DLv5. Note that the level divisions DLv1 to DLv5 are an example of the multiple level divisions. In other words, the total number of level divisions DLv may be 2 to 4, or may be 6 or more.

[0027] As can be seen from Fig. 2, the target inter-vehicle distance TD(v1) becomes longer as the vehicle speed v1 increases in any level classification DLv. When the vehicle speed v1 is constant, the target inter-vehicle distance TD(v1) becomes longer as the number of the level classification DLv increases. In other words, when level classification DLv1 is selected, the target inter-vehicle distance TD(v1) is shorter than when level classification DLv2 to DLv5 are selected. When level classification DLv5 is selected, the target inter-vehicle distance TD(v1) is longer than when level classification DLv1 to DLv4 are selected.

[0028] 1-2.Improvements to ACC As described above, when a level category corresponding to a "shorter distance" is selected, there is a possibility that the ACC performed based on this level category is misunderstood as "tailgating." The level category corresponding to this "shorter distance" is, for example, the level categories DLv1 and DLv2 shown in FIG. 2. On the other hand, designing the target inter-vehicle distance TD(v1) calculated based on the level categories DLv1 and DLv2 to a distance other than the "shorter distance" does not meet the preference of the driver of the first vehicle M1, who dislikes the third vehicle M3 cutting in.

[0029] Therefore, in the ACC according to the embodiment, it is determined whether the ACC of the first vehicle M1 is in a situation where it may be misunderstood as "tailgating." In addition, it is determined whether the ACC of the first vehicle M1 is in a situation where it is expected that the third vehicle M3 will cut in.

[0030] FIG. 3 is a diagram for explaining an outline of the ACC according to the embodiment. The first vehicle M1, the second vehicle M2, and the third vehicle M3 shown in the upper part of FIG. 3 are the same as those in FIG. 1. In the example shown in the upper part of FIG. 3, the level division DLv1 is selected as the driver selection division LSD. In this case, the target inter-vehicle distance TD(v1) is calculated based on the level division DLv1 and the vehicle speed v1. The inter-vehicle distance D(v1, DLv1) shown in FIG. 3 represents the distance D(v1) between the first vehicle M1 and the second vehicle M2 when ACC is performed based on this target inter-vehicle distance TD(v1).

[0031] If the situation where the vehicle distance D(v1) is short continues for a certain period of time or more, there is a high possibility that the ACC of the first vehicle M1 will be mistaken as "tailgating." Therefore, in the ACC according to the embodiment, "tailgating" is determined based on the following conditions. · The driver selection category LSD is below the specified level category PLv The ACC following the second vehicle M2 has been running continuously for a predetermined time period PT or more. The predetermined level section PLv is a level section corresponding to a "shorter inter-vehicle distance". The predetermined level section PLv is, for example, a level section DLv1 or DLv2. The predetermined time PT is, for example, 10 to 30 seconds. The predetermined time PT may be fine-tuned according to the vehicle speed v1.

[0032] Whether or not the third vehicle M3 is expected to cut in is determined based on the surrounding environment of the first vehicle M1. In the example shown in the upper part of Fig. 3, the surrounding environment of the first vehicle M1 includes a lane L1 (e.g., a driving lane) and a lane L2 (e.g., an overtaking lane). Therefore, a determination area DR is set on the lane L2. The determination area DR is specified by, for example, a virtual dividing line C2 extending from the front part of the second vehicle M2 in the vehicle width direction (road width direction) and a virtual dividing line C1 extending from the rear part of the first vehicle M1 in the vehicle width direction (road width direction). In the example shown in Fig. 3, the virtual dividing lines C1 and C2 include margins in the vehicle length direction.

[0033] If a third vehicle M3 is present in the determination area DR, it is expected that the third vehicle M3 will cut in. In the example shown in the upper part of Fig. 3, the third vehicle M3 is not present in the determination area DR. Therefore, in this example, it is expected that the third vehicle M3 will not cut in.

[0034] In addition, in FIG. 3, an example in which the surrounding environment of the first vehicle M1 includes a two-lane road has been described, but other surrounding environment examples are also conceivable. For example, if the surrounding environment includes a lane merging into the lane L1, a judgment area DR is set on the merging lane. This makes it possible to predict the third vehicle M3 cutting in. For example, if the surrounding environment includes an intersection, a judgment area DR is set on a lane intersecting the lane L1. This makes it possible to predict the third vehicle M3 cutting in. In addition, if the surrounding environment does not include traffic cutting-in factors such as the lane L2, a merging lane, or an intersection, it can be predicted that the third vehicle M3 will not cut in.

[0035] Then, when it is determined that the ACC of the first vehicle M1 is in a situation where it may be mistaken for "tailgating" and that the third vehicle M3 is not expected to cut in, the driver selection category LSD is changed by the system 100. Specifically, the driver selection category LSD is changed by selecting a level category with a larger number than the driver selection category LSD. Hereinafter, the category of the level category DLv selected by the system 100 is also referred to as the "system selection category LSS."

[0036] The lower part of Fig. 3 shows an example in which the level division DLv2 is selected as the system selection division LSS. As described above, in the example shown in the upper part of Fig. 3, the level division DLv1 is selected as the driver selection division LSD. Therefore, when the level division DLv2 is selected as the system selection division LSS, the distance D(v1) between the second vehicle M2 and the first vehicle M1 increases from the inter-vehicle distance D(v1, DLv1) to the inter-vehicle distance D(v1, DLv2). Note that the inter-vehicle distance D(v1, DLv2) represents the distance D(v1) between the first vehicle M1 and the second vehicle M2 when ACC is performed based on the target inter-vehicle distance TD(v1) calculated based on the level division DLv2 and the vehicle speed v1.

[0037] If the inter-vehicle distance D(v1) is increased from D(v1, DLv1) to D(v1, DLv2), it is possible to eliminate the situation in which the ACC of the first vehicle M1 is misunderstood as “tailgating.”

[0038] In the ACC according to the embodiment, after the driver selection category LSD is changed to the system selection category LSS, the above-mentioned judgment regarding the cut-in is repeatedly performed. Then, if it is determined that the situation is such that the cut-in by the third vehicle M3 is expected, the system selection category LSS is changed to the driver selection category LSD. If the driver selection category is changed to LSD, the inter-vehicle distance D(v1) is reduced from the inter-vehicle distance D(v1, DLv2) to the inter-vehicle distance D(v1, DLv1). Therefore, it is possible to prevent the third vehicle M3 from cutting in and execute ACC in accordance with the intention of the driver of the first vehicle M1.

[0039] In this way, according to the ACC of the embodiment, it is possible to execute ACC that meets the preferences of the driver of the first vehicle M1, who dislikes being cut in by the third vehicle M3, while preventing the execution of this ACC from being misunderstood by the driver of the second vehicle M2 as "tailgating."

[0040] An example of the configuration of a system 100 for executing ACC will now be described.

[0041] 2.Vehicle Control System 2-1. Configuration example Fig. 4 is a block diagram showing a configuration example of the system 100. As shown in Fig. 4, the system 100 includes a GNSS (Global Navigation Satellite System) device 10, an internal sensor 20, an external sensor 30, an HMI unit 40, a map database (map DB) 50, a traveling device 60, and a control device 70. The elements such as the GNSS device 10 and the control device 70 are connected to each other, for example, via an in-vehicle network (for example, a CAN (Controller Area Network)).

[0042] The GNSS device 10 is a device that receives signals from three or more artificial satellites. The GNSS device 10 acquires position data (latitude and longitude data) of the first vehicle M1. The GNSS device 10 calculates the position and attitude (direction) of the first vehicle M1 based on the acquired position data. The GNSS device 10 transmits the position and attitude data of the first vehicle M1 to the control device 70.

[0043] The internal sensor 20 acquires data related to the driving conditions of the first vehicle M1. Examples of the internal sensor 20 include a wheel speed sensor, an acceleration sensor, a yaw rate sensor, and a steering angle sensor. The wheel speed sensor detects the rotational speed per unit time of each wheel of the first vehicle M1. The acceleration sensor detects the acceleration of the first vehicle M1. The yaw rate sensor detects the yaw rate around the vertical axis of the center of gravity of the first vehicle M1. The steering angle sensor detects the steering angle of the steering wheel. The internal sensor 20 transmits the acquired data to the control device 70.

[0044] The external sensor 30 acquires data related to the surrounding environment of the first vehicle M1. Examples of the external sensor 30 include a camera, a millimeter wave radar, and a LIDAR (Laser Imaging Detection and Ranging). The camera captures an image of the external situation of the first vehicle M1. The millimeter wave radar detects targets around the first vehicle M1 using millimeter waves. The LIDAR detects targets around the first vehicle M1 using light. The external sensor 30 transmits the acquired data to the control device 70.

[0045] The HMI unit 40 exchanges various types of information with the driver of the first vehicle M1. The HMI unit 40 includes, for example, an input device (for example, a switch, a button, and a touch panel), a display device, and an audio output device. The HMI unit 40 transmits information input by the driver via the input device to the control device 70. This input information includes information indicating an intention to execute ACC, and information on the driver selection category LSD and the upper limit speed vL. The HMI unit 40 provides information to the driver based on a control signal from the control device 70. The information provided to the driver includes information regarding the ACC currently being executed.

[0046] Map data is stored in the map database 50. Examples of the map data include road position data (latitude and longitude data), road shape data (e.g., types of curves and straight lines), and intersection and structure position data. The map data also includes data on traffic regulations. The map database 50 is formed in an on-board storage device (e.g., a hard disk, a flash memory). The map database 50 may be formed in a computer (e.g., an external server) capable of communicating with the first vehicle M1.

[0047] The traveling device 60 is of an electronically controlled type and includes a traveling drive force output device, a steering device, and a brake device. The traveling drive force output device is a power source (e.g., an internal combustion engine, an electric motor, etc.) that generates traveling drive force. The steering device steers the wheels of the first vehicle M1. The brake device applies a braking force to the first vehicle M1.

[0048] The control device 70 is, for example, a microcomputer including at least one processor 71 and at least one memory 72. The processor 71 includes a CPU (Central Processing Unit). The memory 72 is a volatile memory such as a DDR memory, and expands programs used by the processor 71 and temporarily stores various data. The various data includes data necessary for executing ACC. The data necessary for executing ACC includes driving environment data ENV of the first vehicle M1, data on level classification DLv, and vehicle class data SPC of the first vehicle M1. An example of the functional configuration of the control device 70 will be described later.

[0049] Here, the driving environment data ENV and the vehicle rank data SPC will be described. The driving environment data ENV includes position and attitude data received from the GNSS device 10, data related to the driving situation received from the internal sensor 20, and data related to the surrounding environment received from the external sensor 30. The driving environment data ENV may include map data of the surroundings of the first vehicle M1 acquired from the map database 50 based on the position and attitude data. The vehicle rank data SPC includes at least one of data of the frontal projection area s1 and the vehicle height h1 of the first vehicle M1.

[0050] 2-2. Example of control device function configuration Fig. 5 is a block diagram showing an example of a functional configuration of the control device 70 shown in Fig. 4. In the example shown in Fig. 5, the control device 70 includes a data acquisition unit 73, a target recognition unit 74, an ACC processing unit 75, and a level switching unit 76. These functional blocks are realized by a processor 71 processing a predetermined program stored in a memory 72.

[0051] The data acquisition unit 73 acquires data necessary for various processes by the control device 70. The various processes include target recognition processing and ACC processing. The data necessary for target recognition processing includes driving environment data ENV. The data necessary for ACC processing includes driving environment data ENV, level classification data, and vehicle rank data SPC.

[0052] The target recognition unit 74 performs a target recognition process based on the data acquired by the data acquisition unit 73. In the target recognition process, for example, targets around the first vehicle M1 are recognized based on the driving environment data ENV. Examples of the recognized targets include static targets and dynamic targets. Examples of the static targets include lines dividing the lane in which the first vehicle M1 is currently traveling (i.e., lane L1), guard rails, and buildings. Examples of the dynamic targets include pedestrians, bicycles, motorcycles, and vehicles (for example, the second vehicle M2 and the third vehicle M3).

[0053] When the HMI unit 40 detects an intention of the driver to execute ACC, the ACC processing unit 75 performs ACC processing based on the data acquired by the data acquisition unit 73. In the ACC processing, for example, a vehicle speed v1 is acquired based on the driving environment data ENV. A target to be followed (i.e., the second vehicle M2) is identified based on the driving environment data ENV. A vehicle distance D(v1) is calculated based on the driving environment data ENV. A level classification DLv (driver selection classification LSD or system selection classification LSS) is identified based on the data of the level classification DLv.

[0054] In the ACC process, a target inter-vehicle distance TD(v1) is further calculated based on the vehicle speed v1 and the level classification DLv. Then, a target control amount of the traveling device 60 (driving force output device and braking device) is calculated so that the inter-vehicle distance D(v1) coincides with the target inter-vehicle distance TD(v1). If the target to be followed is not specified, a target control amount of the traveling device 60 (driving force output device and braking device) is calculated so that the vehicle speed v1 coincides with the upper limit speed vL. When the HMI unit 40 detects an intention of the driver to end ACC, the ACC processing unit 75 ends the execution of the ACC process.

[0055] The level switching unit 76 repeatedly performs the determination regarding the above-mentioned "tailgating" and the determination regarding the above-mentioned cut-in while the ACC processing unit 75 is performing the ACC processing. As a result, if it is determined that the situation is one that may be mistaken for "tailgating" and that the cut-in by the third vehicle M3 is not expected, the level switching unit 76 rewrites the data of the level classification DLv using the data of the system selection classification LSS. The system selection classification LSS is set to, for example, a level classification one step higher than the driver selection classification LSD.

[0056] In another example, the system selection category LSS is set based on the vehicle rating data SPC. FIG. 6 is a diagram for explaining another setting example of the system selection category LSS. In the example shown in FIG. 6, the system selection category LSS is set based on the vehicle rating data SPC (frontal projection area s1). The upper part of FIG. 6 is a setting example (first setting example) when the frontal projection area s1 is equal to the area A1. The inter-vehicle distance (v1, DLv2) shown in the upper part of FIG. 6 is the same as that explained in the lower part of FIG. 3. The lower part of FIG. 6 is a setting example (second setting example) when the frontal projection area s1 is area A2 (>A1).

[0057] The forward projection area s1 is the area of ​​a horizontal cross section when the first vehicle M1 is viewed from the front. Even if the inter-vehicle distance D(v1) is the same, the wider the forward projection area s1, the more likely it is that the driver of the second vehicle M2 will misunderstand that the driver is tailgating. Therefore, in the example shown in the lower part of FIG. 6, a level classification one step higher than the example shown in the upper part of FIG. 6 (i.e., level classification DLv3) is selected. Then, the distance D(v1) between the second vehicle M2 and the first vehicle M1 becomes the inter-vehicle distance D(v1, DLv3).

[0058] In the example shown in the lower part of Fig. 6, a level classification higher than the level classification DLv3 may be selected. In this manner, a level classification may be selected in which the vehicle distance D(v1) increases as the forward projection area s1 increases.

[0059] FIG. 7 is a diagram for explaining another setting example of the system selection category LSS. In the example shown in FIG. 7, the system selection category LSS is set based on a comparison between the vehicle rank data SPC (vehicle height h1) and the vehicle height h2 of the second vehicle M2. The upper part of FIG. 7 is a setting example (third setting example) in which the vehicle height h2 is higher than the vehicle height h1. The inter-vehicle distance (v1, DLv2) shown in the upper part of FIG. 7 is the same as that explained in the lower part of FIG. 3. The lower part of FIG. 7 is a setting example (fourth setting example) in which the vehicle height h2 is equal to or lower than the vehicle height h1. The vehicle height h2 is calculated by a known method using driving environment data ENV (data related to the surrounding environment). An example of the known method is the method described in JP 2011-180934 A.

[0060] When the vehicle height h2 is equal to or less than the vehicle height h1, the driver of the second vehicle M2 is more likely to mistakenly believe that the driver is tailgating, compared to when the vehicle height h2 is higher than the vehicle height h1. Therefore, in the example shown in the lower part of Fig. 7, the system selection category LSS is set to a level category one level higher (i.e., DLv3) compared to the example shown in the upper part of Fig. 7.

[0061] In the example shown in the lower part of Fig. 7, a level classification higher than the level classification DLv3 may be selected. In this way, when the vehicle height h2 is equal to or less than the vehicle height h1, a level classification may be selected in which the inter-vehicle distance D(v1) increases as the difference (height difference) between the vehicle height h2 and the vehicle height h1 increases.

[0062] Returning to Fig. 5, the description of the function of the level switching unit 76 will be continued. If it is determined that the situation is not one that would be mistaken for "tailgating" or if it is determined that the situation is one in which an intrusion by the third vehicle M3 is expected, the level switching unit 76 rewrites the data of the level classification DLv using the driver selection classification LSD.

[0063] 2-3. Example of ACC processing by the control device (processor) 8 is a flowchart showing the flow of processing related to ACC performed by the control device 70 (processor 71). The routine shown in FIG. 8 is repeatedly executed at a predetermined control period.

[0064] In the routine shown in Fig. 8, first, it is determined whether or not the ACC process is being executed (step S11). Whether or not the ACC process is being executed is determined based on, for example, the presence or absence of a flag indicating that the ACC process is being executed. If it is determined that the ACC process is not being executed, the processing of the routine shown in Fig. 8 ends.

[0065] If the result of the determination in step S11 is positive, various data are acquired (step S12). In the process of step S12, for example, driving environment data ENV and data on level classification DLv are acquired. In addition to these data, vehicle classification data SPC may be acquired.

[0066] Following the process of step S12, it is determined whether the driver selection section LSD is equal to or lower than the predetermined level section PLv (step S13). The process of step S13 is performed by comparing the data of the level section DLv acquired by the process of step S12 with the data of the predetermined level section PLv. As already explained, the predetermined level section PLv is a level section corresponding to a "shorter inter-vehicle distance". If the determination result of step S13 is negative, the process of the routine shown in FIG. 8 is terminated.

[0067] If the determination result of step S13 is positive, it is determined whether or not the following time TM2 is equal to or longer than a predetermined time PT (step S14). The following time TM2 is the elapsed time from the time when the execution of the ACC following the second vehicle M2 is started to the current time. If the determination result of step S14 is negative, the process of step S17 is performed.

[0068] If the determination result of step S14 is positive, it is determined whether or not a cut-in by the third vehicle M3 is expected (step S15). The third vehicle M3 is identified based on driving environment data ENV (data related to the surrounding environment). Whether or not a situation in which a cut-in by the third vehicle M3 is expected is determined based on the identified third vehicle M3 and the driving environment data ENV (data related to the surrounding environment). An example of this determination has already been described in the explanation of FIG. 3. If the determination result of step S15 is positive, the process of step S17 is performed.

[0069] If the determination result of step S15 is negative, the data of the level classification DLv is rewritten to the system selection classification LSS (step S16). The system selection classification LSS is, for example, a level classification one step higher than the level classification of the driver selection classification LSD. When rewriting the system selection classification LSS, the level classification may be changed according to the vehicle classification data SPC (frontal projection area s1). The level classification may be changed according to the difference (vehicle height difference) between the vehicle classification data SPC (vehicle height h1) and the vehicle height h2. The level classification may be changed by combining the frontal projection area s1 and the vehicle height difference.

[0070] In the process of step S17, the data of the level classification DLv is maintained, that is, the data is not rewritten in the process of step S17.

[0071] Following the processing of step S16 or S17, it is determined whether or not the ACC processing has ended (step S18). Whether or not the ACC processing has ended is determined, for example, based on the presence or absence of a flag indicating that the ACC processing is being executed. If the determination result of step S18 is positive, the processing of the routine shown in FIG. 8 ends. On the other hand, if the determination result of step S18 is negative, the processing of step S14 is performed again.

[0072] 3.Effects According to the control system of the embodiment, when the driver selection category LSD is equal to or lower than the predetermined level category PLv and the following time TM2 is equal to or higher than the predetermined time PT, it is determined that the ACC of the first vehicle M1 is in a situation where it is misunderstood as "tailgating". In addition, in this case, when it is determined that the situation is not one in which the third vehicle M3 is expected to cut in, the data of the driver selection category LSD is rewritten to the data of the system selection category LSS. Therefore, it is possible to execute ACC that meets the preferences of the driver of the first vehicle M1 who dislikes the third vehicle M3 cutting in, and to prevent the execution of this ACC from being misunderstood as "tailgating" by the driver of the second vehicle M2.

[0073] According to the control system of the embodiment, the level classification of the system selection classification LSS is changed based on at least one of the frontal projection area s1 and the vehicle height difference. Therefore, it is possible to appropriately resolve a situation that is likely to be mistaken for "tailgating" according to the situation. [Explanation of symbols]

[0074] 70 Control device 71 Processor 72 Memory 73 Data Acquisition Section 74 Target recognition unit 75 ACC processing section 76 Level switching section 100 Vehicle Control System D(v1) Inter-vehicle distance DLv Level Classification LSD Driver Selection Category LSS system selection category TD(v1) Target inter-vehicle distance M1 1st car M2 2nd vehicle M3 3rd vehicle h1,h2 vehicle height s1 Front projected area ENV Operating environment data SPC vehicle rating data

Claims

1. A vehicle control system for controlling driving of a vehicle, a memory in which driving environment data of the first vehicle and level classification data of a target inter-vehicle distance in the preceding vehicle following control are stored; a processor that executes a following control of the first vehicle to follow a second vehicle traveling ahead of the first vehicle based on the driving environment data and the level classification data; Equipped with The target inter-vehicle distance includes a plurality of target inter-vehicle distances, a plurality of level categories are set corresponding to the plurality of target inter-vehicle distances, The plurality of level categories are represented by numbers that increase as the target inter-vehicle distance increases, The processor, in the tracking control, When a driver selection category indicating the level category selected by the driver of the first vehicle is equal to or lower than a predetermined low-number level category that sets the target inter-vehicle distance to a short distance, it is determined whether or not the following control for following the second vehicle based on the driver selection category has been continuously executed for a predetermined time or more; when it is determined that the following control for following the second vehicle based on the driver selection category has been continuously executed for the predetermined time or more, determining whether or not an intrusion by a third vehicle is expected based on the driving environment data; When it is determined that the cut-in is not expected, the level classification used for executing the following control for following the second vehicle is changed to a level classification having a number larger than the driver selection classification. A vehicle control system comprising:

2. 2. The vehicle control system according to claim 1, The memory further stores data on a frontal projection area of ​​the first vehicle, The processor further includes, in the tracking control, When changing the level classification used in the execution of the following control for following the second vehicle, a level classification is selected that increases the target inter-vehicle distance as the forward projection area becomes larger. A vehicle control system comprising:

3. 3. A vehicle control system according to claim 1, The memory further stores data on the vehicle height of the first vehicle, The processor further includes, in the tracking control, When changing the level classification used in the execution of the following control for following the second vehicle, calculating a vehicle height of the second vehicle based on the driving environment data; if the second vehicle has a lower height than the first vehicle, calculating the difference therebetween; The larger the difference is, the greater the level category is set to increase the target inter-vehicle distance. A vehicle control system comprising:

4. A vehicle control system according to any one of claims 1 to 3, The processor further includes, in the tracking control, After changing the level classification used in the execution of the following control for following the second vehicle, determining whether or not the cutting-in is expected based on the driving environment data; When it is determined that the cut-in is expected, the level classification used for executing the following control for following the second vehicle is changed again to the driver selection classification. A vehicle control system comprising:

5. A vehicle control method for controlling operation of a vehicle by a control device, comprising: The control device, a memory in which driving environment data of the first vehicle and level classification data of a target inter-vehicle distance in the preceding vehicle following control are stored; a processor that executes a following control of the first vehicle to follow a second vehicle traveling ahead of the first vehicle based on the driving environment data and the level classification data; Equipped with The target inter-vehicle distance includes a plurality of target inter-vehicle distances, a plurality of level categories are set corresponding to the plurality of target inter-vehicle distances, The plurality of level categories are represented by numbers that increase as the target inter-vehicle distance increases, The tracking control is When a driver selection category indicating the level category selected by a driver of the first vehicle is equal to or lower than a predetermined low-number level category that sets the target inter-vehicle distance to a short distance, a process of determining whether or not the following control for following the second vehicle based on the driver selection category has been continuously executed for a predetermined time or more; a process of determining whether or not an intrusion by a third vehicle is expected based on the driving environment data when it is determined that the following control for following the second vehicle based on the driver selection category has been continuously executed for the predetermined time or more; When it is determined that the cut-in is not expected, a process of changing the level classification used for executing the following control to a level classification having a number larger than the driver selection classification; A vehicle control method comprising:

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