Vehicle control device

Abstract

To provide a vehicle control apparatus capable of reducing a possibility that the deceleration support control which is executed after the following travel control ends gives the driver some uncomfortable feeling.SOLUTION: A vehicle control apparatus is configured to: be capable of executing following travel control of controlling acceleration and deceleration of an own vehicle so as to enable the own vehicle to travel following a preceding vehicle; and be capable of executing deceleration support control of controlling the own vehicle to decelerate upon determining, on the basis of a state around the own vehicle, that a predetermined operation condition is satisfied. The vehicle control apparatus is configured to: determine whether the following travel control ends according to a driver's intention or the following travel control automatically ends regardless of the driver's intention, when the operation condition is satisfied before a predetermined time elapses from an end time point at which the following travel control ends; and more strongly suppress the deceleration support control when the following travel control ends according to the driver's intention than when the following travel control automatically ends.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device that can execute follow-up driving control, which controls the acceleration and deceleration of a vehicle so that the vehicle follows a preceding vehicle, and deceleration assistance control, which decelerates the vehicle when predetermined operating conditions are met. [Background technology]

[0002] Conventionally, there have been known vehicle control devices capable of executing follow-up cruise control and deceleration assist control. For example, a vehicle control device described in Patent Document 1 (hereinafter referred to as the "first conventional device") continues to decelerate the vehicle until a predetermined timing after the automatic termination condition is satisfied when the follow-up cruise control is terminated unintentionally by the driver. This reduces the possibility that the driver will feel uncomfortable when the follow-up cruise control is terminated unintentionally by the driver.

[0003] For example, a vehicle control device described in Patent Document 2 (hereinafter referred to as the "second conventional device") executes deceleration support control to decelerate the vehicle when a predetermined operating condition is met. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent Publication No. 2021-123153 [Patent Document 2] Japanese Patent Application Publication No. 2020-111128 Summary of the Invention

[0005] If the operating conditions are met and deceleration assist control is executed after the driver has intentionally ended follow-up cruise control, the host vehicle will decelerate despite the driver having intentionally ended follow-up cruise control. This may result in the host vehicle behaving in an unintended manner, which may cause the driver to feel uncomfortable.

[0006] The first and second conventional devices are not designed with consideration given to the discomfort that the deceleration assist control, which is executed after the follow-up cruise control is terminated, may cause to the driver.

[0007] The present invention has been made to address the above-mentioned problem, that is, to provide a vehicle control device that can reduce the possibility that deceleration assist control executed after the end of follow-up cruise control will cause the driver to feel uncomfortable.

[0008] The vehicle control device of the present invention (hereinafter also referred to as "the device of the present invention") comprises: A vehicle control device (10) capable of executing follow-up running control for controlling acceleration / deceleration of a host vehicle so that the host vehicle follows a preceding vehicle, and capable of executing deceleration assistance control for decelerating the host vehicle when it is determined based on a situation around the host vehicle that a predetermined operating condition is met, The vehicle control device includes: If the operating condition is met before the predetermined time has elapsed since the end of the following cruise control (step 710 "No"), it is determined whether the following cruise control was ended intentionally by the driver or automatically without the driver's intention (step 723). If the end of the following cruise control is the intended end ("Yes" in step 723), the deceleration assist control is suppressed rather than the automatic end (step 740, step 750). It is structured as follows.

[0009] After the intention end of the follow-up cruise control, the driver manually controls the acceleration and deceleration of the vehicle. Therefore, when the intention end of the follow-up cruise control occurs, the driver is more concerned about the behavior of the vehicle than when the intention end of the follow-up cruise control occurs automatically. As a result, deceleration assist control performed after the intention end of the follow-up cruise control is more likely to cause the driver discomfort than deceleration assist control performed after the automatic end of the follow-up cruise control. If the activation condition is met before a predetermined time has elapsed since the end of the follow-up cruise control, and the end of the follow-up cruise control corresponds to the intention end, the device of the present invention suppresses deceleration assist control rather than automatic termination. This reduces the possibility that deceleration assist control performed after the intention end causes the driver discomfort. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a schematic system configuration diagram of a vehicle control device according to an embodiment of the present invention; [Figure 2] 2 is an explanatory diagram of types of deceleration support control executed by the vehicle control ECU shown in FIG. 1. [Figure 3] 10 is a graph showing a change in acceleration due to deceleration assist control executed when the follow-up cruise control is ended intentionally and the acceleration situation at the time of the end is a constant speed situation. [Figure 4] 10 is a graph showing a change in acceleration due to deceleration support control that is executed when the follow-up cruise control is ended intentionally and the acceleration situation at the time of ending is a deceleration situation. [Figure 5] 2 is a flowchart showing an ACC routine executed by a CPU of the vehicle control ECU shown in FIG. 1. [Figure 6] 2 is a flowchart showing a predetermined time lapse determination routine executed by a CPU of the vehicle control ECU shown in FIG. 1. [Figure 7] 2 is a flowchart showing a deceleration support control routine executed by a CPU of a vehicle control ECU shown in FIG. 1. DETAILED DESCRIPTION OF THE INVENTION

[0011] As shown in FIG. 1, a vehicle control device according to this embodiment (hereinafter referred to as "the device 10") is applied to a host vehicle SV, and includes the components shown in FIG.

[0012] The vehicle control ECU 20 is an ECU that can execute follow-up running control and deceleration support control, and will be referred to as "ECU 20" hereinafter.

[0013] The adaptive cruise control, also known as "ACC (Adaptive Cruise Control)," controls the acceleration and deceleration of the host vehicle SV so that the host vehicle SV follows a vehicle ahead of the host vehicle SV. The deceleration assist control decelerates the host vehicle SV regardless of the driver's operation when a predetermined operating condition is met.

[0014] In this specification, "ECU" refers to an electronic control device that includes a microcomputer as its main component. The ECU is also referred to as a controller or a computer. The microcomputer includes a CPU (processor), ROM, RAM, and an interface. The CPU performs various functions by executing instructions (routines) stored in the memory (ROM). At least one function performed by the ECU 20 may be performed by multiple ECUs.

[0015] The camera 22 acquires image data by capturing images of the scenery ahead of the host vehicle SV. The camera 22 acquires camera object information and white line information based on the image data. The camera object information includes the position of an object located ahead of the host vehicle SV relative to the host vehicle SV. The white line information includes the position of a white line on the road on which the host vehicle SV is traveling relative to the host vehicle SV. The camera 22 transmits the camera object information and white line information to the ECU 20.

[0016] The millimeter-wave radar 24 transmits millimeter waves ahead of the host vehicle SV and receives waves reflected by an object, thereby acquiring radar object information including the "position of the object with respect to the host vehicle SV" and the "relative speed Vr of the object with respect to the host vehicle SV." The millimeter-wave radar 24 transmits the radar object information to the ECU 20.

[0017] The vehicle speed sensor 26 detects the vehicle speed Vs that indicates the speed of the host vehicle SV. The acceleration sensor 28 detects the acceleration G in the longitudinal direction of the host vehicle SV. The ECU 20 acquires the detection values of the vehicle speed sensor 26 and the acceleration sensor 28.

[0018] The ACC switch 30 is disposed on a steering wheel (not shown). When the driver of the host vehicle SV wishes to start ACC if it is not currently running, the driver operates the ACC switch 30. When the driver wishes to end ACC if it is currently running, the driver operates the ACC switch 30. The ECU 20 detects the driver's operation of the ACC switch 30.

[0019] The power train actuator 32 changes the driving force generated by a drive device (for example, an internal combustion engine and / or an electric motor) of the host vehicle SV. The brake actuator 34 controls the braking force applied to the wheels of the host vehicle SV.

[0020] (ACC) Here, we will explain about ACC. The ECU 20 performs vehicle distance control (described later) when there is a preceding vehicle, and performs constant speed control (described later) when there is no preceding vehicle. A preceding vehicle is another vehicle located ahead of the host vehicle SV and traveling in the same lane as the host vehicle SV. The ECU 20 recognizes the host vehicle lane based on white line information. The ECU 20 recognizes other vehicles located ahead of the host vehicle SV based on camera object information and radar object information, and recognizes any recognized vehicle located in the host vehicle lane as a preceding vehicle.

[0021] In the inter-vehicle distance control, the ECU 20 acquires an ACC acceleration Gacc for matching the inter-vehicle distance between the host vehicle SV and a preceding vehicle to a preset set distance. Then, the ECU 20 controls the powertrain actuator 32 and the brake actuator 34 so that the acceleration G matches the ACC acceleration Gacc. Inter-vehicle distance control is described in, for example, Japanese Patent Application Laid-Open Nos. 2014-148293, 2006-315491, Japanese Patent Nos. 4172434 and 4929777.

[0022] In the constant speed control, the ECU 20 acquires the ACC acceleration Gacc for matching the vehicle speed Vs of the host vehicle SV with a preset set vehicle speed, and then controls the power train actuator 32 and the brake actuator 34 so that the acceleration G matches the ACC acceleration Gacc.

[0023] The ECU 20 terminates ACC "at the driver's will" or "automatically without the driver's will." Termination of ACC at the driver's will is called "intentional termination," and termination of ACC automatically without the driver's will is called "automatic termination."

[0024] For example, the ECU 20 ends the ACC at the driver's will when the driver operates the ACC switch 30 or the brake pedal (not shown). For example, the ECU 20 automatically ends the ACC regardless of the driver's will when the camera 22 and the millimeter-wave radar 24 are no longer able to correctly detect an object.

[0025] (deceleration support control) When a predetermined operating condition is met, the ECU 20 executes deceleration assist control to decelerate the host vehicle SV so that the deceleration Gd of the host vehicle SV matches the assist deceleration Gdec. The deceleration Gd is a negative acceleration G, and the greater the deceleration Gd, the stronger the deceleration of the host vehicle SV. Note that the deceleration of the host vehicle SV in the deceleration assist control is performed regardless of the driver's operation of the brake pedal. Details of this deceleration assist control are described in JP 2020-111218 A, and therefore will not be described here, but an example of an operating condition will be described below.

[0026] The ECU 20 determines that the operation conditions are met when all of the following first to fifth conditions are met. First condition: The ECU 20 recognizes the deceleration target. The deceleration target may be, for example, an obstacle (another vehicle, a pedestrian, a structure, etc.), a road restriction (a road sign, a red light, a stop line, etc., that restricts the travel of the host vehicle SV), or a road structure (an intersection, a curve, etc.). Second condition: The distance (or TTC) between the host vehicle SV and the deceleration target is less than a predetermined distance (or predetermined time). TTC stands for Time To Collision and represents the time it takes for the host vehicle SV to collide with the deceleration target. TTC is obtained by dividing the distance between the deceleration target and the host vehicle SV by the relative speed Vr of the deceleration target relative to the host vehicle SV. Third condition: The driver releases the accelerator pedal (not shown). Fourth condition: The driver releases the brake pedal (not shown). Fifth condition: The vehicle speed Vs is equal to or greater than a target speed Vtgt determined by the object to be decelerated.

[0027] (Overview of operation) If the activation condition is satisfied before a predetermined time has elapsed since the ACC ended, the ECU 20 determines whether the ACC ended intentionally or automatically. If the ACC ended intentionally, the ECU 20 suppresses the deceleration assist control more than if the ACC ended automatically.

[0028] More specifically, the ECU 20 acquires an assist deceleration Gdec1 that is smaller than the original assist deceleration Gdec, or acquires an assist deceleration Gdec2 that maintains the jerk (time derivative of acceleration G) of the host vehicle SV from the deceleration Gd of the host vehicle when the activation condition is met, causing the host vehicle SV to decelerate. When the assist deceleration Gdec2 is acquired, the jerk does not change before and after the activation condition is met, so the driver's sense of deceleration does not change. For this reason, it can be said that the deceleration assist control is suppressed more than usual.

[0029] If the host vehicle SV decelerates regardless of the driver's operation immediately after the driver intentionally ends ACC, the deceleration may cause the driver to feel uncomfortable. When ACC is intentionally ended, the ECU 20 suppresses the deceleration assist control compared to when ACC is automatically ended, thereby reducing the possibility that the deceleration assist control executed after ACC ends will cause the driver to feel uncomfortable.

[0030] (Activation) The operation of the device 10 will now be described in detail with reference to FIGS. As shown in FIG. 2, when the end of ACC is an intentional end, the ECU 20 executes deceleration support control that differs depending on the acceleration / deceleration state of the host vehicle SV at the time of the end of ACC (acceleration / deceleration state at the time of end).

[0031] Specifically, the ECU 20 determines whether the end acceleration / deceleration state is (1) an acceleration state, (2) a constant speed state, or (3) a deceleration state. (1) Acceleration When the host vehicle SV is accelerating due to ACC, there is a high possibility that the vehicle ahead is also accelerating, and normally the activation conditions are not met, but the activation conditions may be met if another vehicle traveling in an adjacent lane cuts into the host vehicle's lane, etc. For this reason, the ECU 20 executes normal deceleration assist control when the end of ACC is an intended end and the acceleration situation at the end is an accelerating situation.

[0032] (2) Constant speed situation When the host vehicle SV is traveling at a constant speed without accelerating or decelerating due to ACC, and the driver intentionally ends ACC, and then the host vehicle SV decelerates due to deceleration assist control regardless of the driver's operation, the driver is likely to feel uncomfortable.

[0033] Therefore, when the ACC termination is an intentional termination and the acceleration situation at the time of termination is a constant speed situation, the ECU 20 suppresses the deceleration assist control by acquiring an assist deceleration Gdec1 that is smaller than the assist deceleration Gdec of the normal deceleration assist control. As an example, the ECU 20 acquires the assist deceleration Gdec1 by multiplying the assist deceleration Gdec by a predetermined gain Ga (0≦Ga<1).

[0034] The change in acceleration G due to deceleration support control in this case is shown in Fig. 3. As shown in Figure 3, the acceleration G of the host vehicle SV at the end of ACC is "0", and the host vehicle SV is traveling at a constant speed. The host vehicle SV continues to travel at a constant speed even after the end of ACC. Thereafter, if the activation condition is met, the ECU 20 decelerates the host vehicle SV so that the deceleration Gd of the host vehicle SV matches the above-mentioned assist deceleration Gdec1.

[0035] 3, in the deceleration support control in this case, the ECU 20 decelerates the host vehicle SV so that the gradient of the deceleration Gd (the magnitude of the jerk of the deceleration Gd) is smaller than that in the normal deceleration support control. The deceleration support control is terminated when a predetermined termination condition (for example, a condition that the vehicle speed Vs has reached the target speed Vtgt) is met.

[0036] This reduces the possibility that the deceleration assist control will cause the driver to feel uncomfortable.

[0037] (3) Deceleration If the driver intentionally ends the ACC while the host vehicle SV is decelerating due to the ACC and then executes the deceleration assist control, the deceleration sensation is likely to be different before and after the execution of the deceleration assist control. For this reason, the deceleration assist control may cause the driver to feel uncomfortable.

[0038] Therefore, when the ACC termination is an intentional termination and the acceleration situation at the termination is a deceleration situation, the ECU 20 acquires an assist deceleration Gdec2 so that the host vehicle SV decelerates while maintaining the jerk of the host vehicle SV from the deceleration Gd of the host vehicle SV when the activation condition is satisfied. In other words, the ECUC 20 acquires an assist deceleration Gdec2 that inherits the deceleration Gd and jerk immediately before the activation condition is satisfied. This inherits the deceleration feeling of the host vehicle SV immediately before the activation condition is satisfied, and deceleration assist control is not actually executed. This reduces the possibility that the deceleration will be different before and after deceleration assist control, and reduces the possibility that the deceleration assist control will cause the driver discomfort.

[0039] It should be noted that when the acceleration G immediately before the activation condition is met is greater than 0 (that is, when the host vehicle SV is accelerating), the ECU 20 performs normal deceleration support control.

[0040] FIG. 4 shows the change in acceleration G due to deceleration support control in this case. As shown in Figure 4, the acceleration G of the host vehicle SV at the end of ACC is less than "0", and the host vehicle SV is decelerating. Even after the end of ACC, the acceleration G gradually increases (i.e., the deceleration Gd gradually decreases), but the acceleration G is still less than "0" when the activation condition is met. When the activation condition is met, the ECU 20 acquires the above-mentioned assist deceleration Gdec2.

[0041] (Specific operation) <ACCルーチン> The CPU of the ECU 20 executes the ACC routine shown in the flowchart of FIG. 5 every time a predetermined time period elapses.

[0042] Therefore, at a predetermined timing, the CPU starts the process from step 500 in FIG. 5 and proceeds to step 505, where it determines whether the value of the ACC flag Xacc is "0".

[0043] The value of the ACC flag Xacc is set to "1" when the ACC switch 30 is operated while ACC is not being executed, and is set to "0" when the ACC switch 30 is operated while ACC is being executed. Note that the value of the ACC flag Xacc is set to "0" in an initial routine that is executed when the ignition key switch (not shown) of the host vehicle SV is changed from the OFF position to the ON position.

[0044] If the value of the ACC flag Xacc is "0", the CPU determines "Yes" in step 505 and proceeds to step 510 to determine whether the ACC switch 30 has been operated.

[0045] If the ACC switch 30 has not been operated, the CPU determines "No" in step 510, proceeds to step 595, and temporarily ends this routine.

[0046] If the ACC switch 30 is operated, the CPU determines "Yes" in step 510 and executes steps 515 to 530.

[0047] Step 515: The CPU sets the value of the ACC flag Xacc to “1”. Step 520: The CPU obtains the ACC acceleration Gacc as described above. Step 525: The CPU controls the power train actuator 32 and the brake actuator 34 so that the acceleration G matches the ACC acceleration Gacc. Step 530: The CPU determines whether the driver has performed a predetermined operation, thereby determining whether the ACC is to be terminated by the driver's intention.

[0048] If the driver has not performed a predetermined operation, the ACC will not terminate automatically regardless of the driver's intention. In this case, the CPU determines "No" in step 530 and proceeds to step 535. In step 535, the CPU determines whether the ACC will terminate automatically regardless of the driver's intention.

[0049] If the ACC does not end automatically regardless of the driver's intention, the CPU determines "No" in step 535 and proceeds to step 595. As a result, the CPU continues to execute the ACC.

[0050] If the value of the ACC flag Xacc is "1" when the CPU proceeds to step 505, the CPU executes steps 520 to 530. If the driver performs a predetermined operation, the ACC is terminated at the driver's discretion. In this case, the CPU determines "Yes" in step 530 and executes steps 540 to 555.

[0051] Step 540: The CPU sets the value of the intention flag Xman to “1”. The value of the intention flag Xman is set to "1" when ACC is ended by the driver's intention, and is set to "0" when a predetermined time has elapsed since the end of ACC. The value of the intention flag Xman is set to "0" in the above initial routine.

[0052] Step 545: The CPU sets the value of the ACC flag Xacc to “0”. Step 550: The CPU sets the value of the timer T to “0”. Timer T is a timer for counting the time that has elapsed since the end of ACC. Step 555: The CPU stores the current acceleration G. Thereafter, the CPU proceeds to step 595 and temporarily ends this routine.

[0053] If ACC is automatically terminated regardless of the driver's intention when the CPU proceeds to step 535, the CPU determines "No" in step 535 and proceeds to step 555. In step 555, the CPU sets the value of the automatic flag Xaut to "1". After that, the CPU proceeds to step 595 and temporarily ends this routine. The value of the automatic flag Xaut is set to "1" when ACC is automatically terminated, and is set to "0" when a predetermined time has elapsed since the end of ACC. The value of the automatic flag Xaut is set to "0" in the above initial routine.

[0054] <Routine for determining whether a predetermined time has elapsed> The CPU executes a routine for determining whether a predetermined time has elapsed, which is shown in the flowchart of FIG. 6, every time a predetermined time has elapsed.

[0055] 6, the CPU starts the process from step 600 and proceeds to step 605. In step 605, the CPU determines whether either the intention flag Xman or the automatic flag Xaut is "1."

[0056] If either the intention flag Xman or the automatic flag Xaut is "1", the CPU determines "Yes" in step 605 and executes steps 610 to 615.

[0057] Step 610: The CPU adds "1" to the timer T. Step 613: The CPU stores the current acceleration G and jerk. Step 615: The CPU determines whether the value of the timer T is equal to or greater than a predetermined threshold value Tth. The threshold value Tth is set in advance so that when the value of the timer T becomes equal to or greater than the threshold value Tth, a predetermined time has elapsed since the end of the ACC.

[0058] If the value of the timer T is less than the threshold value Tth, the CPU determines "No" in step 615, proceeds to step 695, and temporarily ends this routine.

[0059] If the value of the timer T is equal to or greater than the threshold value Tth, the CPU determines "Yes" in step 615 and executes steps 620 to 635.

[0060] Step 620: The CPU sets the value of the intention flag Xman to “0”. Step 625: The CPU sets the value of the automatic flag Xaut to “0”. Step 630: The CPU sets the value of the timer T to “0”. Step 635: The CPU erases the stored acceleration G and jerk. Thereafter, the CPU proceeds to step 695 and ends this routine.

[0061] If both the intention flag Xman and the automatic flag Xaut are "0", the CPU determines "No" in step 605, proceeds to step 695, and temporarily ends this routine. Note that it is impossible for both the intention flag Xman and the automatic flag Xaut to be "1", but in this case too, the CPU determines "No" in step 605, proceeds to step 695, and temporarily ends this routine.

[0062] <Deceleration support control routine> The CPU executes a deceleration support control routine shown in the flowchart of FIG. 7 every time a predetermined time elapses.

[0063] Therefore, at a predetermined timing, the CPU starts the process from step 700 in Fig. 7 and proceeds to step 705. In step 705, the CPU determines whether or not the operating conditions are met.

[0064] If the operation conditions are not met, the CPU determines "No" in step 705, proceeds to step 795, and temporarily ends this routine.

[0065] If the operation condition is met, the CPU determines "Yes" in step 705 and proceeds to step 710. In step 710, the CPU determines whether the values of both the intention flag Xman and the automatic flag Xaut are "0".

[0066] If the values of both the intention flag Xman and the automatic flag Xaut are “0”, the CPU determines “Yes” in step 710 and executes steps 715 and 720 .

[0067] Step 715: The CPU obtains the normal assist deceleration Gdec. Step 720: The CPU controls the power train actuator 32 and the brake actuator 34 so that the deceleration Gd matches the assist deceleration Gdec. Thereafter, the CPU proceeds to step 795 and temporarily ends this routine.

[0068] If at least one of the intention flag Xman and the automatic flag Xaut is "1" when the CPU proceeds to step 710 (i.e., if a predetermined time has not yet elapsed since the end of ACC), the CPU determines "No" in step 710 and proceeds to step 723. In step 723, the CPU determines whether the value of the intention flag Xman is "1".

[0069] When the value of the intention flag Xman is "0," the values of both the intention flag Xman and the automatic flag Xaut cannot be "1," and since the determination in step 710 is "No," the value of the automatic flag Xaut is "1." In this case, the CPU determines "No" in step 723, proceeds to processing from step 715 onward, and executes normal deceleration assist control.

[0070] On the other hand, if the value of the intention flag Xman is “1”, the CPU determines “Yes” in step 723 and executes steps 725 and 730 .

[0071] Step 725: The CPU determines whether the acceleration / deceleration situation at the end of the ACC is an acceleration situation, a constant speed situation, or a deceleration situation based on the acceleration G at the end of the ACC (the acceleration G stored in step 555 shown in FIG. 5). Step 730: The CPU determines whether the end acceleration / deceleration situation is an acceleration situation.

[0072] If the end acceleration / deceleration situation is an acceleration situation, the CPU determines "Yes" in step 730, proceeds to the processing of step 715 and subsequent steps, and executes normal deceleration support control.

[0073] If the end-time acceleration / deceleration situation is not an acceleration situation, the CPU determines "No" in step 730 and proceeds to step 735. In step 735, the CPU determines whether the end-time acceleration / deceleration situation is a constant speed situation.

[0074] If the acceleration / deceleration situation at the end is a constant speed situation, the CPU determines "Yes" in step 735 and acquires a support deceleration Gdec1 that is smaller than the normal support deceleration Gdec (the support deceleration Gdec acquired in step 715). Thereafter, the CPU proceeds to step 720.

[0075] On the other hand, if the end-time acceleration / deceleration situation is not a constant speed situation (i.e., if the end-time acceleration / deceleration situation is a deceleration situation), the CPU determines "No" in step 735 and proceeds to step 745. In step 745, the CPU determines whether or not the host vehicle SV is accelerating at the current time point based on the acceleration G at the current time point (i.e., the time point when the operating condition is met).

[0076] If the host vehicle SV is currently accelerating, the CPU determines "Yes" in step 745, proceeds to the processing of step 715 and subsequent steps, and executes normal deceleration support control.

[0077] If the host vehicle SV is not currently accelerating, the CPU determines "No" in step 745 and proceeds to step 750. In step 750, the CPU acquires an assist deceleration Gdec2 that maintains the jerk from the deceleration Gd of the host vehicle SV when the activation condition is met. Note that this jerk is acquired based on the acceleration G and jerk stored in step 635 shown in FIG. 6. Thereafter, the CPU proceeds to step 720.

[0078] As described above, according to the present device 10, when ACC is terminated intentionally, deceleration assist control is suppressed compared to when ACC is terminated automatically. This reduces the possibility that deceleration assist control executed after ACC is terminated intentionally will cause discomfort to the driver.

[0079] In addition, from another perspective, this embodiment can also be said to be characterized in that the assist deceleration Gdec is acquired based on whether the ACC termination is intentional or automatic, and the acceleration / deceleration situation at the time of ACC termination.

[0080] The present invention is not limited to the above-described embodiment, and various modified examples of the present invention can be adopted. When the ACC termination is an intended termination and the acceleration / deceleration situation at the time of termination is a constant speed situation, the CPU may not decelerate the host vehicle SV by setting the assist deceleration Gdec to "0".

[0081] The camera 22 may be a stereo camera or a monocular camera. The millimeter-wave radar 24 may be a remote sensing device that can detect objects by transmitting a wireless medium other than millimeter waves and receiving the reflected wireless medium. Furthermore, if the position of an object relative to the host vehicle SV can be accurately determined based on the camera object information, the device 10 does not need to include the millimeter-wave radar 24.

[0082] The device 10 is applicable to vehicles such as internal combustion engine vehicles, hybrid vehicles, plug-in hybrid vehicles, fuel cell vehicles, and electric vehicles. The device 10 is also applicable to autonomous vehicles. The present invention can also be understood as a computer-readable non-transitory storage medium on which a program for realizing the functions of the device 10 is stored. [Explanation of symbols]

[0083] 10...vehicle control device, 20...vehicle control ECU, 30...ACC switch, 32...power train actuator, 34...brake actuator

Claims

1. A vehicle control device is capable of executing follow-up running control that controls acceleration and deceleration of a host vehicle so that the host vehicle follows a preceding vehicle of the host vehicle or so that the host vehicle runs at a preset set vehicle speed, and is also capable of executing deceleration support control that decelerates the host vehicle so that the deceleration of the host vehicle matches a support deceleration when it is determined based on a situation around the host vehicle that a predetermined operating condition is met, The vehicle control device includes: If the operating condition is met before a predetermined time has elapsed from the point in time when the following cruise control was terminated, it is determined whether the following cruise control was terminated intentionally by the driver or automatically without the driver's intention, When the end of the following cruise control is the intended end, the assist deceleration is acquired so as to suppress the deceleration assist control compared to when the end of the following cruise control is the automatic end. A vehicle control device configured as above.

2. 2. The vehicle control device according to claim 1, the vehicle control device is configured to make the assisted deceleration smaller when the end of the following distance control is the intended end and the acceleration / deceleration situation at the time of the end of the following distance control is a constant speed situation in which the host vehicle is traveling at a constant speed without accelerating or decelerating than when the end of the following distance control is the automatic end. Vehicle control device.

3. 3. The vehicle control device according to claim 2, the vehicle control device is configured to acquire the assisted deceleration so as to reduce the magnitude of the jerk when the end of the follow-up cruise control is the intended end and the acceleration / deceleration situation at the time of the end of the follow-up cruise control is the constant speed situation compared to when the end of the follow-up cruise control is the automatic end. Vehicle control device.

4. The vehicle control device according to any one of claims 1 to 3, the vehicle control device is configured to, when the end of the following distance control is the intended end and the acceleration / deceleration situation at the end of the following distance control is a deceleration situation in which the host vehicle is decelerating, acquire the assist deceleration so that the host vehicle decelerates while maintaining a jerk from the deceleration at which the operation condition is established. Vehicle control device.

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