Driving control device

Abstract

To provide a travel control device which can appropriately execute switching from one to the other processing of cruise travel processing and coast travel processing according to intention of a driver.SOLUTION: Fig. 6(a) illustrates the case where blinker operation for changing a lane to a passing lane is performed when an own vehicle VC(1) travels on a travel lane, in a coast travel mode. In this case, the travel mode of the own vehicle VC(1) is switched to a cruise travel mode from a coast travel mode. Thereby, the status where the vehicle is decelerated is quickly dissolved.SELECTED DRAWING: Figure 6

Description

[Technical Field]

[0001] The present invention relates to a driving control device Place Regarding. [Background technology]

[0002] For example, Patent Document 1 below describes a control device that switches to coasting during cruise control. This device determines when to switch to coasting and when to end coasting based on the inter-vehicle time, which is the time required for the host vehicle to travel the distance between itself and the preceding vehicle. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2018-34597 Summary of the Invention [Problem to be solved by the invention]

[0004] Incidentally, the driver's intention regarding driving may be expressed to the extent that the cruise control is not overridden, such as by changing lanes. When such an intention is expressed, the appropriateness of coasting may change in light of the user's intention. However, if the transition to coasting and the end of coasting are determined based on the inter-vehicle time, as in the above-mentioned device, there is a risk that appropriate measures according to the situation may be delayed. [Means for solving the problem]

[0005] The means for solving the above problems and their effects will be described below. The driving control device executes a coasting process, a cruising process, an operation input acquisition process (S92, S98, S102, S110), and a switching process (S96, S108), in which the coasting process is a process for coasting the vehicle, the cruising process is a process for controlling the speed of the vehicle to a set vehicle speed while prioritizing satisfaction of a predetermined condition, the predetermined condition being a condition for maintaining a distance from a preceding vehicle within a predetermined range in front of the vehicle, the operation input acquisition process is a process for acquiring an operation input by the driver of the vehicle to a predetermined operation unit (50, 50a, 70), the predetermined operation unit being an operation unit through which the driver expresses his or her intentions and which does not cause an override to the cruising process when it is assumed that the cruising process is being executed, and the switching process is a process for switching from one of the two processes, the coasting process and the cruising process, to the other, triggered by the operation input being acquired by the operation input acquisition process.

[0006] In the above configuration, the coasting process and the cruising process are switched from one to the other in response to an operation input to a predetermined operation unit, thereby enabling the switching to be performed quickly when a situation arises in which it is appropriate to switch from one of the processes to the other in response to the driver's intention. [Brief explanation of the drawings]

[0007] [Figure 1] 1 is a diagram illustrating a configuration of a cruise control system according to an embodiment. [Figure 2] 3 is a flowchart showing a procedure of a process executed by a control device according to the embodiment. [Figure 3] 3 is a flowchart showing a procedure of a process executed by a control device according to the embodiment. [Figure 4] 3 is a flowchart showing a procedure of a process executed by a control device according to the embodiment. [Figure 5] 3 is a flowchart showing a procedure of a process executed by a control device according to the embodiment. [Figure 6] 10(a) to 10(d) are diagrams for explaining the operation of the embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0008] Hereinafter, an embodiment will be described with reference to the drawings. FIG. 1 shows a device mounted on a vehicle in this embodiment. As shown in FIG. 1, an optical sensor 10 emits, for example, a near-infrared laser beam. The optical sensor 10 generates distance measurement point data by receiving reflected laser beams. The distance measurement point data indicates a distance variable indicating the distance between the object that reflected the laser beam and the vehicle, a direction variable indicating the direction of irradiation of the laser beam, and an intensity variable indicating the reflection intensity of the reflected beam from the object. This can be realized, for example, by a TOF (Time of Flight) method. However, the distance measurement point data may be generated using an FMCW (Frequency Modulated Continuous Wave) method instead of the TOF method. In this case, the distance measurement point data may include a speed variable indicating the relative speed of the object that reflected the laser beam.

[0009] The optical sensor 10 periodically scans the irradiation direction of the laser light in the horizontal and vertical directions, and outputs ranging point cloud data Drpc, which is a collection of the obtained ranging point data. The LIDARECU12 executes a recognition process for an object that reflects laser light based on the ranging point cloud data Drpc. The recognition process may be executed, for example, according to the following steps: First, a clustering process is executed on the ranging point cloud data Drpc. Next, feature amounts are extracted from a set of ranging point data identified as a single object by the clustering process. Next, the extracted feature amounts are input to an identification model that determines whether or not the object is a specified object. Alternatively, instead of the process including these steps, the ranging point cloud data Drpc may be directly input to a deep learning model to recognize the object.

[0010] The camera 20 outputs image data Dpo of the outside of the vehicle VC. The image ECU 22 executes a recognition process of objects around the vehicle based on the image data Dpo, which is data related to the image captured by the camera 20.

[0011] The ADASECU 30 executes processing to control the traveling of the vehicle VC. When executing processing to control traveling, the ADASECU 30 receives the recognition results from the LIDAR ECU 12 and the image ECU 22 via the local network 40. The ADASECU 30 also executes cruise control and the like in response to input operations to a cruise system interface 50. The cruise system interface 50 is an interface that allows input operations such as an instruction as to whether or not to execute cruise control and an instruction as to the set vehicle speed SPD* in the cruise traveling processing. When executing cruise control, the ADASECU 30 also operates the drive system 60, the braking system 62, the steering system 64, and the display 66.

[0012] The drivetrain 60 includes at least one of an internal combustion engine and a rotating electric machine as a thrust generating device for the vehicle. The drivetrain 60 may also include a drive control device that controls the internal combustion engine and the rotating electric machine. In this case, "the ADASECU 30 operates the drivetrain 60" means that the ADASECU 30 outputs a command signal to the drive control device.

[0013] The braking system 62 includes at least one of a device that decelerates the rotation of the wheels by frictional force and a device that decelerates the rotation of the wheels by converting the power of the wheels into electrical energy. The device that decelerates the rotation of the wheels by converting it into electrical energy may be shared with the rotating electric machine of the drive system. The braking system may also include a braking control device that controls the device that decelerates the rotation of the wheels. In this case, "ADASECU30 operates the braking system 62" means that ADASECU30 outputs a command signal to the braking control device.

[0014] The steering system 64 includes a steering actuator that steers the steered wheels. Note that the steering system 64 may also include a steering control device that operates the steering actuator. In this case, "ADASECU 30 operates the steering system 64" means that the ADASECU 30 outputs a command signal to the steering control device.

[0015] The display 66 is a device that displays the set vehicle speed SPD* in cruise control and the like as information that can be seen by the driver. The ADASECU 30 refers to a turn signal Win indicating the operation state of the turn signal 70 and a steering torque Trq detected by a steering torque sensor 72. The ADASECU 30 also refers to a vehicle speed SPD detected by a vehicle speed sensor 74 and a longitudinal acceleration Gx detected by an acceleration sensor 76. The ADASECU 30 also refers to an accelerator operation amount ACCP, which is the amount of depression of the accelerator pedal, detected by an accelerator sensor 78, and a brake operation amount Brk, which is the amount of depression of the brake pedal, detected by a brake sensor 80.

[0016] More specifically, the ADASECU 30 includes a CPU 32, a storage device 34, and peripheral circuits 36. The peripheral circuits 36 include a circuit that generates a clock signal that regulates internal operations, a power supply circuit, a reset circuit, etc. The ADASECU 30 performs cruising processing and the like by having the CPU 32 execute a driving control program 34a stored in the storage device 34.

[0017] In this embodiment, when cruise control is instructed by an input operation to the cruise system interface 50, the CPU 32 executes a cruise running process or a coasting running process. The cruise running process is a process for controlling the vehicle speed SPD to the set vehicle speed SPD*. However, when a preceding vehicle is present within a specified range of the lane in which the host vehicle is traveling, the CPU 32 prioritizes control for maintaining the inter-vehicle distance from the preceding vehicle within a predetermined range. Furthermore, when there is no preceding vehicle present within a specified range of the lane in which the host vehicle is traveling, the CPU 32 executes a coasting running process within a range in which the difference between the vehicle speed SPD and the set vehicle speed SPD* is equal to or smaller than a predetermined value. Incidentally, the CPU 32 recognizes the preceding vehicle based on the recognition results of the LIDAR ECU 12 and the image ECU 22.

[0018] The coasting process is a process in which power is not applied from the vehicle's thrust generating device to the drive wheels. For example, if the drivetrain 60 includes an internal combustion engine and a transmission as thrust generating devices, the process may be a neutral state in which power transmission between the internal combustion engine and the drive wheels is interrupted. Furthermore, if the drivetrain 60 includes a rotating electric machine as the thrust generating device, the process may be a process in which the torque command value of the rotating electric machine is set to zero. Note that, in cases such as when the drivetrain 60 includes an internal combustion engine and a rotating electric machine as thrust generating devices, it is not essential that the thrust generating device does not generate power in the coasting process. In other words, in such cases, the drive force of the internal combustion engine may be converted into power generated by the rotating electric machine, so that the proportion of the drive force of the internal combustion engine transmitted to the drive wheels is zero.

[0019] Hereinafter, the processes executed by the ADASECU 30 will be described in the order of "processing related to determining whether or not cruise control can be performed," "processing related to setting the set vehicle speed SPD* for cruise driving processing," and "processing related to switching between cruise driving processing and coasting driving processing." In particular, in this embodiment, for convenience of explanation, the "processing related to switching between cruise driving processing and coasting driving processing" is divided into switching processing according to the inter-vehicle distance, etc., and switching processing according to the driver's intention.

[0020] "Processing for determining whether cruise control can be performed" Fig. 2 shows the procedure for determining whether cruise control can be performed. The process shown in Fig. 2 is realized by the CPU 32 repeatedly executing the cruise control program 34a, for example, at a predetermined interval. Note that, below, the step numbers of each process are represented by numbers preceded by "S."

[0021] In the series of processes shown in FIG. 2 , the CPU 32 first determines whether the ACC selector switch of the cruise system interface 50 is in the ON state (S10). The ACC selector switch is a switch that is turned ON when cruise control is instructed. If the CPU 32 determines that the ACC selector switch is in the ON state (S10: YES), the CPU 32 determines whether the cruise control flag Facc is “1” (S12). The cruise control flag Facc is set to “1” when either the cruising process or the coasting process is being executed, and is set to “0” when neither is being executed. If the CPU 32 determines that the cruise control flag Facc is “0” (S12: NO), the CPU 32 determines whether neither the accelerator pedal nor the brake pedal is being operated (S18). This process determines whether the execution condition for cruise control is met. That is, in this embodiment, the execution condition for cruise control is that the logical AND of the ACC selector switch being in the ON state and the absence of an override by the driver is true. Here, the override is either the operation of the accelerator pedal or the operation of the brake pedal. If it is determined that neither of the above has been performed (S18: YES), the CPU 32 sets the cruise control flag Facc to "1" (S20).

[0022] On the other hand, if the CPU 32 determines that the cruise control flag Facc is "1" (S12: YES), it determines whether the logical sum of the accelerator pedal operation and the brake pedal operation is true (S14). This process is to determine whether an override has been performed while cruise control is being executed. If the CPU 32 determines that the logical sum is true (S14: YES), it assigns "0" to the cruise control flag Facc (S16).

[0023] The CPU 32 temporarily ends the series of processes shown in FIG. 2 when it completes the processes of S16 and S20 or when it makes a negative determination in the processes of S10, S14, and S18. "Cruise driving processing setting vehicle speed SPD* setting processing" The procedure for setting the set vehicle speed SPD* for the cruise driving process is shown in Fig. 3. The process shown in Fig. 3 is realized by the CPU 32 repeatedly executing the cruise control program 34a, for example, at predetermined intervals.

[0024] 3, the CPU 32 determines whether the cruise control flag Facc is "1" (S30). If the CPU 32 determines that the flag Facc is "1" (S30: YES), the CPU 32 determines whether the change flag Fmp is "1" (S32). The change flag Fmp is set to "1" when a process for changing the set vehicle speed SPD* is being executed, and is set to "0" when the process is not being executed.

[0025] If the CPU 32 determines that the count is "0" (S32: NO), it determines whether the logical sum of the operation to increase the set vehicle speed SPD* and the operation to decrease the set vehicle speed SPD* performed by operating the cruise-related interface 50 is true (S34). In FIG. 3, an operation to increase the set vehicle speed SPD* is referred to as an "UP operation," while an operation to decrease the set vehicle speed SPD* is referred to as a "DOWN operation." Note that the operation to increase the set vehicle speed SPD* may be, for example, a process of increasing the set vehicle speed SPD* by a predetermined speed, such as "1 km / h," each time a predetermined lever is tapped. Hereinafter, this operation will be referred to as a tap-up operation. Note that the operation to increase the set vehicle speed SPD* is not limited to a tap-up operation. For example, the operation may include an operation of pressing and holding a predetermined lever. In this case, the CPU 32 may continuously increase the set vehicle speed SPD*.

[0026] The operation to decrease the set vehicle speed SPD* may be a process of decreasing the set vehicle speed SPD* by a predetermined speed, such as 1 km / h, each time a predetermined lever is tapped. Hereinafter, this operation will be referred to as a tap-down operation. Note that the operation to decrease the set vehicle speed SPD* is not limited to a tap-down operation. For example, the operation may include an operation of pressing and holding a predetermined lever. In this case, the CPU 32 may continuously decrease the set vehicle speed SPD*.

[0027] When the CPU 32 determines that the logical sum is true (S34: YES), it assigns "1" to the change flag Fmp (S36). Then, the CPU 32 operates the display 66 to update the set vehicle speed SPD* (S38). Here, for example, when a tap-up operation is performed, the CPU 32 may update the set vehicle speed SPD* to one that is increased by a predetermined speed (S38). Furthermore, when a predetermined lever is pressed and held to instruct an increase in the set vehicle speed SPD*, the displayed set vehicle speed SPD* may be continuously updated.

[0028] On the other hand, when the CPU 32 determines that the change flag Fmp is "1" (S32: YES), it determines whether or not an operation to increase or decrease the set vehicle speed SPD* is being performed (S40). This process is intended to deal with the case where an operation to change the set vehicle speed SPD* is being continuously performed, such as when the driver performs a tap-up operation twice to increase the set vehicle speed SPD* by twice the predetermined speed. When the CPU 32 determines that an operation is being continuously performed (S40: NO), it proceeds to the process of S38.

[0029] On the other hand, if the CPU 32 determines that no operation has been performed (S40: YES), it determines whether a predetermined time has elapsed since the operation ceased (S42). This process is a process for determining whether the driver has no intention of further changing the set vehicle speed SPD*. If the CPU 32 determines that the predetermined time has elapsed (S42: YES), it finalizes the set vehicle speed SPD* (S44). That is, the CPU 32 starts a process for operating the drivetrain 60, etc., using the updated set vehicle speed SPD* as an input, such as by feedback-controlling the vehicle speed SPD to the updated set vehicle speed SPD*.

[0030] It should be noted that the CPU 32 temporarily ends the series of processes shown in FIG. 3 when it completes the processes of S38 and S44 or when it makes a negative determination in the processes of S30, S34, and S42. "Processing for switching between cruising and coasting" 1. Switching process according to vehicle distance, etc. Fig. 4 shows the procedure of the switching process according to the inter-vehicle distance, etc. The process shown in Fig. 4 is realized by the CPU 32 repeatedly executing the driving control program 34a, for example, at a predetermined interval.

[0031] In the series of processes shown in FIG. 4, the CPU 32 first determines whether the cruise control flag Facc is "1" (S50). If the CPU 32 determines that the cruise control flag Facc is "1" (S50: YES), the CPU 32 determines whether the vehicle is in the coasting mode (S52). If the CPU 32 determines that the vehicle is in the coasting mode (S52: YES), the CPU 32 determines whether the inter-vehicle time is smaller than a threshold value t1 (S70). The inter-vehicle time is the time required for the host vehicle to reach the current position of a preceding vehicle in the lane in which the host vehicle is traveling. The inter-vehicle time is calculated by the CPU 32 based on the vehicle speed SPD. This process determines whether braking force should be applied to the host vehicle in order to safely drive the host vehicle in a situation where a preceding vehicle is present. The threshold value t1 is set to a short inter-vehicle time that should be applied to the host vehicle.

[0032] When the CPU 32 determines that the vehicle speed SPD is equal to or greater than the threshold value t1 (S70: NO), it determines whether the vehicle speed SPD is equal to or less than a value obtained by adding a predetermined amount α to the set vehicle speed SPD* (S72). The predetermined amount α is the upper limit of the amount by which the vehicle speed SPD exceeds the set vehicle speed SPD* when the vehicle speed SPD is controlled in accordance with the set vehicle speed SPD*. When the CPU 32 determines that the vehicle speed SPD is equal to or less than the value obtained by adding the predetermined amount α (S72: YES), it determines whether the vehicle speed SPD is equal to or greater than a value obtained by subtracting a predetermined amount β from the set vehicle speed SPD* (S74). The predetermined amount β is the lower limit of the amount by which the vehicle speed SPD falls below the set vehicle speed SPD* when the vehicle speed SPD is controlled in accordance with the set vehicle speed SPD*.

[0033] If the CPU 32 determines that the longitudinal acceleration Gx is equal to or greater than the value obtained by subtracting the predetermined amount β (YES at S74), it determines whether the longitudinal acceleration Gx is equal to or greater than zero (S76). This process determines whether the vehicle is not decelerating despite the coasting process being performed. On the other hand, if the CPU 32 determines that the longitudinal acceleration Gx is less than the value obtained by subtracting the predetermined amount β (NO at S74), it determines whether the inter-vehicle time is equal to or greater than a threshold value t4 (S80). This process determines whether the distance to the preceding vehicle is excessively large. The threshold value t4 is set to a value greater than the threshold value t1. Note that the preceding vehicle here is a vehicle targeted by the cruising process. In other words, it targets vehicles located within a predetermined range ahead of the host vehicle in the lane in which the host vehicle is traveling. Therefore, it does not include vehicles located farther away than the predetermined range. If there is no preceding vehicle within the predetermined range, the CPU 32 makes a negative determination in the process of S80.

[0034] The CPU 32 switches to the cruise mode when the determinations in the processes of S70, S76, and S80 are affirmative or when the determination in the process of S72 is negative (S78). That is, in the coasting mode, the CPU 32 switches to the cruise mode when any of the following conditions is met:

[0035] Condition (A): The inter-vehicle time is smaller than a threshold value t1. Condition (A): The amount by which the vehicle speed SPD exceeds the set vehicle speed SPD* exceeds a predetermined amount α.

[0036] Condition (c): The vehicle speed SPD is equal to or greater than a value that is smaller than the set vehicle speed SPD* by a predetermined amount β and is equal to or smaller than a value that is larger than the set vehicle speed SPD* by a predetermined amount α, and the longitudinal acceleration Gx is equal to or greater than zero.

[0037] Condition (d): This condition stipulates that the logical product of the amount by which the vehicle speed SPD falls below the set vehicle speed SPD* exceeds a predetermined amount β and the time headway is equal to or greater than a threshold value t4 is true. On the other hand, when the CPU 32 determines that the vehicle is in the cruise driving mode (S52: NO), it determines whether the braking force is greater than zero (S54). When the CPU 32 determines that the braking force is greater than zero (S54: YES), it determines whether the inter-vehicle time is equal to or greater than a threshold value t2 (S56). The threshold value t2 is set to a value greater than the threshold value t1 but smaller than the threshold value t4. This process is a process for determining whether the vehicle can be coasted by reducing the braking force of the vehicle. When the CPU 32 determines that the vehicle speed SPD is equal to or greater than the threshold value t2 (S56: YES), it determines whether the vehicle speed SPD is equal to or greater than a value obtained by subtracting a predetermined amount β from the set vehicle speed SPD* (S58). When the CPU 32 determines that the vehicle speed SPD is equal to or greater than the value obtained by subtracting the predetermined amount β (S58: YES), it determines whether the longitudinal acceleration Gx in the case of coasting is negative (S60). This process is a process for determining whether the vehicle will decelerate due to coasting. This process can be implemented by estimating the inclination angle of the road surface on which the vehicle is traveling based on, for example, the power of the drive train and the longitudinal acceleration Gx.

[0038] On the other hand, when the CPU 32 determines that the vehicle speed SPD is less than the value obtained by subtracting the predetermined amount β (S58: NO), it determines whether or not the time headway is smaller than a threshold value t4 (S62). When the CPU 32 determines that the braking force is equal to or less than zero (S54: NO), it determines whether or not the vehicle speed SPD is equal to or greater than the value obtained by subtracting the predetermined amount β from the set vehicle speed SPD* (S64). When the CPU 32 determines that the vehicle speed SPD is equal to or greater than the value obtained by subtracting the predetermined amount β (S64: YES), it proceeds to the process of S60. On the other hand, when the CPU 32 determines that the vehicle speed SPD is smaller than the value obtained by subtracting the predetermined amount β (S64: NO), it determines whether or not the time headway is smaller than a threshold value t3 (S66). The threshold value t3 is greater than the threshold value t2 but smaller than the threshold value t4.

[0039] If the determinations in S60, S62, and S66 are affirmative, the CPU 32 switches to the coasting mode (S68). That is, if any of the following conditions is met in the cruising mode, the CPU 32 switches to the coasting mode.

[0040] Condition (f): The vehicle speed SPD is equal to or greater than the value obtained by subtracting a predetermined amount β from the set vehicle speed SPD*, and the longitudinal acceleration Gx during coasting is negative. Condition (K): This condition stipulates that the logical product of the braking force being positive, the vehicle speed SPD being less than the set vehicle speed SPD* minus a predetermined amount β, and the inter-vehicle time being greater than or equal to threshold value t2 and less than threshold value t4 is true.

[0041] Condition (H): The condition is that the logical product of the braking force being equal to or less than zero, the vehicle speed SPD being less than the set vehicle speed SPD* minus a predetermined amount β, and the time gap being smaller than the threshold value t3 is true.

[0042] The CPU 32 temporarily ends the series of processes shown in FIG. 4 when it completes the processes of S68 and S78 or when it makes a negative determination in the processes of S50, S56, S60, S62, S66, S76, and S80.

[0043] 2. Switching process according to the driver's intention The procedure for the switching process according to the driver's intention is shown in Fig. 5. The process shown in Fig. 5 is realized by the CPU 32 repeatedly executing the driving control program 34a, for example, at predetermined intervals.

[0044] In the series of processes shown in Fig. 5, the CPU 32 first determines whether the vehicle is in the coasting mode (S90). If the CPU 32 determines that the vehicle is in the coasting mode (S90: YES), the CPU 32 determines whether the turn signal 70 has been operated (S92). This process is for determining whether the driver intends to change lanes. If the CPU 32 determines that the turn signal 70 has been operated, the CPU 32 determines whether the lane adjacent to the lane in which the vehicle is traveling and on the side indicated by the turn signal 70 is an overtaking lane (S94). If the CPU 32 determines that the lane is an overtaking lane (S94: YES), the CPU 32 transitions to the cruise mode (S96).

[0045] On the other hand, if the CPU 32 determines that the blinker 70 has not been operated (S92: NO), it determines whether or not the cruise interface 50 has been operated to instruct an increase in the set vehicle speed SPD* (S98). If the CPU 32 determines that such an operation has been performed (S98: YES), it determines whether or not the vehicle speed SPD is lower than the set vehicle speed SPD* (S100). If the CPU 32 determines that the vehicle speed SPD is lower than the set vehicle speed SPD* (S100: YES), it proceeds to the process of S96.

[0046] On the other hand, when the CPU 32 determines that the vehicle is in the cruise driving mode (S90: NO), it determines whether the turn signal 70 has been operated (S102). This process is for determining whether the driver intends to change lanes. When the CPU 32 determines that the turn signal 70 has been operated, it determines whether the lane adjacent to the lane in which the vehicle is traveling and indicated by the turn signal 70 is the driving lane (S104). When the CPU 32 determines that the lane is the driving lane (S104: YES), it determines whether the inter-vehicle time is equal to or greater than a threshold value t1 and smaller than a threshold value t3 (S106). When the CPU 32 determines that the inter-vehicle time is equal to or greater than a threshold value t1 and smaller than a threshold value t3 (S106: YES), it transitions to the coasting driving mode (S108).

[0047] On the other hand, if the CPU 32 determines that the blinker 70 has not been operated (S102: NO), it determines whether the cruise control interface 50 has been operated to instruct a decrease in the set vehicle speed SPD* (S110). If the CPU 32 determines that such an operation has been performed (S110: YES), the CPU 32 proceeds to the process of S108.

[0048] The CPU 32 temporarily ends the series of processes shown in FIG. 5 when it completes the processes of S96 and S108 or when it makes a negative determination in the processes of S94, S98, S100, S104, S106, and S110.

[0049] Here, the operation and effects of this embodiment will be described. 6(a) illustrates a case where the turn signal 70 is operated to indicate a lane change to an overtaking lane while the host vehicle VC(1) is traveling in the driving lane in the coasting mode. In this case, the CPU 32 switches from the coasting mode to the cruising mode. This quickly resolves the situation where the vehicle is decelerating.

[0050] In the coasting mode, the host vehicle VC(1) generally tends to decelerate. On the other hand, when the driver changes lanes to an overtaking lane, there is a high possibility that the driver wants to accelerate the host vehicle VC(1). Therefore, if the coasting mode continues despite the lane change, a discrepancy occurs between the driver's intention and the behavior of the host vehicle VC(1). For this reason, as illustrated in FIG. 4, if the coasting mode is switched to the cruise mode only based on the inter-vehicle time or the like, the driver may feel uncomfortable. That is, in the process of FIG. 4, the host vehicle VC(1) is switched to the coasting mode on the condition that it is determined that the conditions, such as the vehicle speed SPD, are satisfied. In particular, as illustrated in FIG. 6(a), when a vehicle VC(2) is present ahead in the overtaking lane, the host vehicle VC(1) cannot be switched to the cruise mode until it is determined that the inter-vehicle time condition with the vehicle VC(2) is satisfied. For this reason, the switching to the cruise mode tends to be delayed.

[0051] FIG. 6(b) illustrates an example in which the driver taps up the lever 50a of the cruise system interface 50 in the coasting mode. In this case, the CPU 32 switches to the cruise driving mode on the condition that the vehicle speed SPD is smaller than the set vehicle speed SPD*. This allows for a prompt response to the driver's intention to accelerate. That is, as shown in FIG. 3, even if a tap-up operation is performed, the set vehicle speed used for control is not determined until a predetermined time has elapsed after the operation. Therefore, if the processing of FIG. 5 is not executed, the mode will not be switched to the cruise driving mode until a predetermined period of time has elapsed after the tap-up operation is completed and the processing of FIG. 4 determines that the condition for switching to the cruise driving mode is met. Therefore, there is a tendency for the mode to be switched to the cruise driving mode to be delayed.

[0052] 6(c) illustrates a case where the turn signal 70 is operated to indicate that the host vehicle VC(1) is changing lanes from the passing lane to the driving lane in the cruising mode. In this case, the CPU 32 switches from the cruising mode to the coasting mode. This can improve the energy utilization efficiency of the host vehicle VC(1).

[0053] 4, the coasting mode is not switched to until the inter-vehicle time condition and the vehicle speed SPD condition are satisfied, which may result in a delay in switching to the coasting mode or a loss of the opportunity to execute the coasting mode.

[0054] 6(d) illustrates an example in which the driver taps down the lever 50a of the cruise interface 50 in the cruise mode. In this case, the CPU 32 switches to the coasting mode. This can improve the energy utilization efficiency of the host vehicle VC(1).

[0055] According to the present embodiment described above, the following actions and effects can be further obtained. (1) As illustrated in Fig. 6(c), when a vehicle VC(2) is present ahead in the driving lane to which the lane is to be changed, the CPU 32 switches to the coasting mode when the inter-vehicle time is equal to or greater than threshold value t1 and smaller than threshold value t3. In contrast, if the coasting mode is switched to even when the inter-vehicle time is less than threshold value t1, the inter-vehicle distance is deemed excessively short, and the CPU 32 switches back to the cruise mode to apply braking force to decelerate the host vehicle VC(1). Furthermore, if the coasting mode is switched to even when threshold value t3 is equal to or greater than threshold value t3, the host vehicle VC(1) will decelerate even though the inter-vehicle distance to the preceding vehicle VC(2) is excessively large, which may cause the driver to feel uncomfortable.

[0056] <Other embodiments> This embodiment can be modified as follows: This embodiment and the following modifications can be combined with each other within the scope of technical compatibility.

[0057] "About the lane change operation unit" The lane change operation unit is not limited to the turn signal 70. For example, it may be a steering wheel. In this case, for example, the steering torque Trq detected by the steering torque sensor 72 can be used as an input to execute processing similar to that shown in FIG. 5. That is, for example, instead of the processing of S92 and S102, it is sufficient to determine whether the magnitude of the steering torque Trq is equal to or greater than a threshold value. Note that the processing of S94 and S104 can be executed based on the sign of the steering torque Trq.

[0058] However, it is not essential that the lane-changing operation unit be either one of the turn signals 70 or the steering wheel. For example, both of them may be used as lane-changing operation units.

[0059] "Regarding the specified operation section" The predetermined operation unit that does not cause an override of the cruising process is not limited to being composed of both a lane change operation unit and a speed change operation unit. For example, it may be composed of only a lane change operation unit. Or, for example, it may be composed of only a speed change operation unit. Or, for example, instead of an operation unit that instructs acceleration and deceleration of the vehicle VC, the speed change operation unit may be composed of an operation unit that instructs acceleration of the vehicle VC but does not instruct deceleration.

[0060] "Cruise switching process when changing lanes" In the above embodiment, the vehicle always switches to the cruising mode when changing lanes to the passing lane, but this is not limited to this. For example, if the distance between the vehicle and the preceding vehicle traveling in the passing lane is within a predetermined range, the coasting mode may be continued. Here, the predetermined range may be set to a larger range, for example, as the vehicle speed SPD increases. This can suppress control hunting, which occurs when the vehicle switches to the coasting mode by the process at S62 in FIG. 4 immediately after switching to the cruising mode.

[0061] "About coasting switching processing when changing lanes" In the above embodiment, when changing lanes to the driving lane, the coasting process is switched to if the inter-vehicle time is equal to or greater than threshold t1 and smaller than threshold t3. However, this is not limited to this. For example, if the inter-vehicle time is greater than threshold t1, the coasting process may be switched to regardless of whether it is smaller than threshold t3. This corresponds to not setting an upper limit to the predetermined range when switching to the coasting process when the inter-vehicle distance is within the predetermined range.

[0062] Also, for example, if the logic is such that the process quickly switches to cruising and deceleration when the inter-vehicle time is equal to or less than threshold t1, the process may be switched to coasting when the inter-vehicle time is less than threshold t3. This corresponds to not setting a lower limit for the predetermined range when switching to coasting when the inter-vehicle distance is within the predetermined range.

[0063] A threshold value t4 may be used instead of the threshold value t3. Furthermore, it is not essential to switch to coasting mode when the inter-vehicle distance is within a predetermined range.

[0064] "Cruise switching process during ascent" In the above embodiment, the cruise control is switched to when an instruction to increase the vehicle speed is given and the vehicle speed SPD is lower than the set vehicle speed SPD*. However, this is not limited to this. For example, the process of S100 may be omitted. This allows for a quick response when the vehicle speed SPD becomes equal to or higher than the set vehicle speed SPD* due to the change in the set vehicle speed SPD*.

[0065] "About coasting switching process when the vehicle is lowered" In the above embodiment, the coasting process is switched to when a command to reduce the vehicle speed is issued, but this is not limited to this. For example, the condition may be that the inter-vehicle time is greater than the threshold value t1. In other words, the condition may be that the situation is not one in which intentional deceleration control is desirable to maintain the inter-vehicle distance.

[0066] "About the processing in Figure 4" While FIG. 4 shows an example in which switching between the cruise mode and the coasting mode is performed based on the inter-vehicle time, this is not limiting. For example, switching may be performed based on a comparison of the inter-vehicle distance with a threshold value. Here, the threshold value may be variably set based on the vehicle speed SPD. In this case, the threshold value may be set to a higher value when the vehicle speed SPD is high than when it is low. Also, for example, the threshold value may be variably set according to the relative speed with the preceding vehicle. In this case, the threshold value may be set to a higher value when the relative speed is low than when it is high. Note that here, when the distance between the preceding vehicle and the host vehicle decreases, the relative speed is considered negative.

[0067] "About driving control devices" In the above embodiment, the ADASECU30 as a driving control device receives the object recognition results obtained by performing clustering processing or the like on the ranging point cloud data Drpc by the LIDARECU12, but this is not limited to this. For example, the ADASECU30 may execute the processing executed by the LIDARECU12 in the above embodiment.

[0068] In the above embodiment, the ADASECU 30 as a driving control device receives the object recognition results obtained by performing image recognition processing or the like on the image data Dpo by the image ECU 22, but this is not limited to this. For example, the ADASECU 30 may execute the processing executed by the image ECU 22 in the above embodiment.

[0069] The driving control device is not limited to one equipped with a CPU 32 and a storage device 34 and executing software processing. For example, it may be equipped with a dedicated hardware circuit, such as an ASIC, that performs hardware processing on at least a portion of what was processed by software in the above embodiment. That is, the execution device may have any of the following configurations (a) to (c): (a) A processing device that executes all of the above processing according to a program, and a program storage device that stores the program. (b) A processing device and program storage device that execute part of the above processing according to a program, and a dedicated hardware circuit that executes the remaining processing. (c) A dedicated hardware circuit that executes all of the above processing. Here, there may be multiple software execution devices equipped with a processing device and a program storage device, and multiple dedicated hardware circuits.

[0070] "About Computers" The computer is not limited to a single CPU 32 as illustrated in Fig. 1. Furthermore, it is not limited to a computer installed in a vehicle as illustrated in Fig. 1. For example, the process in Fig. 3 may be executed by a CPU installed in a mobile terminal of the driver. In this case, the computer installed in the vehicle and a computer not installed in the vehicle communicate with each other and execute the driving control program 34a in cooperation.

[0071] "Others" In the above embodiment, an example was shown in which an object is recognized based on the ranging point cloud data Drpc output by the optical sensor 10 and the image data Dpo output by the camera 20, but this is not limiting. For example, ranging data output by a radar device such as a millimeter wave may also be taken into account. However, it is not essential to use so-called sensor fusion, which recognizes an object based on detection values ​​from multiple sensors. [Explanation of symbols]

[0072] 30…ADASECU 50a...lever

Claims

1. Executes coasting processing, cruising processing, operation input acquisition processing (S92, S98, S102, S110), and switching processing (S96, S108), The coasting process is a process for coasting the vehicle, The vehicle includes a speed change operation unit (50a) that receives a command to change a set vehicle speed, the cruising process is a process of controlling the speed of the vehicle to the set vehicle speed without coasting while prioritizing satisfaction of a predetermined condition, the predetermined condition is a condition for maintaining a distance to a leading vehicle within a predetermined range when the leading vehicle is present within a specified range ahead of the vehicle, the operation input acquisition process is a process of acquiring an operation input made by a driver of the vehicle to the speed change operation unit, The switching process is a process for switching to a coasting process when a reduction in the set vehicle speed is instructed by operation of the speed change operation unit while the cruising process is being executed.

2. 2. The cruise control device according to claim 1, wherein the cruise control process and the coasting process are executed when a logical product of a command for cruise control by the driver and an override by the driver is true.

3. The vehicle is provided with a lane change operation unit (70) that is operated when changing the lane in which the vehicle is traveling, The lane change cruise control process (S96) is executed.

3. A driving control device according to claim 1, wherein the lane change cruise switching process is a process for switching to the cruise driving process when it is predicted that the vehicle will change lanes to an overtaking lane by operating the lane change operation unit while the coasting driving process is being executed.

4. Configured to execute coasting switching processing (S108) when changing lanes, 4. The driving control device according to claim 3, wherein the coasting switching process during lane change is a process for switching to the coasting process when it is predicted that the vehicle will change lanes to the driving lane by operating the lane change operation unit while the cruising process is being executed.

5. 5. The driving control device according to claim 4, wherein the coasting switching process during lane change is a process for switching to the coasting process when a preceding vehicle is traveling in the driving lane that is the predicted destination of the lane change, on the condition that the inter-vehicle distance from the preceding vehicle is within a predetermined range.

6. Configured to execute cruise switching processing during ascent (S96), The cruise switching process during ascent is a process for switching to the cruise driving process when an increase in the set vehicle speed is instructed by operation of the speed change operating unit while the coasting driving process is being executed.

7. 7. The cruise control device according to claim 6, wherein the ascending cruise switching process is a process for switching to the cruise driving process when an instruction to increase the set vehicle speed is given and the vehicle speed is less than the set vehicle speed.

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