Vehicle control device

Abstract

To provide a vehicle control device that can reduce discomfort to occupants and discomfort to following vehicles by having an own vehicle decelerate in stages according to the driving condition of the vehicle.SOLUTION: A vehicle control device sets a deceleration point and a deceleration point speed on a target travel route, sets a preliminary deceleration completion point between the current position of an own vehicle and the deceleration point, sets a preliminary deceleration completion speed, and sets the preliminary deceleration completion point and the preliminary deceleration completion speed so that the absolute value of a deceleration rate in a preliminary deceleration interval is smaller than the absolute value of the deceleration rate in a final deceleration interval.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present application relates to a vehicle control device. [Background technology]

[0002] In the field of driving assistance technology, in order to reduce the burden on the driver, a vehicle control device has been proposed that automatically controls the traveling speed of the vehicle appropriately in response to changes in the speed at which the vehicle should travel, such as changes in the speed limit.

[0003] For example, Patent Document 1 describes a method of setting a lane change point where the vehicle must change lanes and a reference point located ahead of the lane change point, estimating the speed at which the vehicle should travel at the lane change completion point based on the distance from the lane change completion point to the reference point and the deceleration from the lane change completion point to the reference point, and preventing sudden deceleration after the lane change by slowing down in advance before reaching the lane change completion point. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent No. 6323565 Summary of the Invention [Problem to be solved by the invention]

[0005] However, in the technology of Patent Document 1, the speed at which the vehicle should travel at the lane change completion point is estimated based on the distance from the lane change completion point to the reference point and the deceleration from the lane change completion point to the reference point, so depending on the traveling conditions before the lane change (traveling speed, distance from the current position to the lane change completion point), there is a possibility that sudden deceleration will occur during deceleration from the current position to the lane change completion point. If sudden deceleration occurs before the lane change, it can cause discomfort to occupants and discomfort to following vehicles.

[0006] Therefore, an object of the present application is to provide a vehicle control device that can reduce discomfort felt by occupants and by following vehicles by gradually decelerating the vehicle depending on the driving state of the vehicle. [Means for solving the problem]

[0007] The vehicle control device according to the present application comprises: an information acquisition unit that acquires information about a driving state of the host vehicle and road information about the surroundings of the host vehicle; a target driving route setting unit that sets a target driving route for the host vehicle; a deceleration point setting unit that sets a deceleration point on the target driving route, the deceleration point being a point at which the speed at which the host vehicle should travel is slower than the host vehicle's current driving speed, based on the driving state, the target driving route, and the road information, and that sets a deceleration point speed, the speed at which the host vehicle should travel at the deceleration point; a preparatory deceleration setting unit that sets a preparatory deceleration completion point, which is a point where preparatory deceleration of the host vehicle is to be completed, between a current position of the host vehicle and the deceleration point on the target traveling route, and sets a preparatory deceleration completion speed, which is a speed at which the host vehicle should travel at the preparatory deceleration completion point; a target running state setting unit that sets a target running state based on the preliminary deceleration completion point, the preliminary deceleration completion speed, the deceleration point, and the deceleration point speed; a vehicle control unit that controls the host vehicle based on the target driving state; Equipped with The preliminary deceleration setting unit sets the preliminary deceleration completion point and the preliminary deceleration completion speed so that an absolute value of the deceleration in the preliminary deceleration section from the preliminary deceleration start point to the preliminary deceleration completion point is smaller than an absolute value of the deceleration in the final deceleration section from the preliminary deceleration completion point to the deceleration point. If a lane change is necessary before the vehicle reaches the deceleration point, and if operation of a turn signal by the driver is detected, the preliminary deceleration completion point and the preliminary deceleration completion speed are set, and the preliminary deceleration is started. [Effects of the Invention]

[0008] According to the vehicle control device of the present application, it is possible to systematically decelerate the vehicle from the current traveling speed to the deceleration point speed at the deceleration point by decelerating in two stages: preliminary deceleration and final deceleration. In this case, the preliminary deceleration completion point and preliminary deceleration completion speed are set so that the absolute value of the deceleration in the preliminary deceleration section is smaller than the absolute value of the deceleration in the final deceleration section, so that deceleration is performed with the absolute value of the deceleration increasing in stages. This allows for smooth deceleration and prevents sudden deceleration from causing discomfort to occupants or to following vehicles, thereby improving comfort. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a schematic block diagram of a vehicle control device and a vehicle control system according to a first embodiment. [Figure 2] 1 is a schematic hardware configuration diagram of a vehicle control device according to a first embodiment. [Figure 3] 3 is a flowchart for explaining a schematic process of the vehicle control device according to the first embodiment. [Figure 4] FIG. 4 is a diagram for explaining processing in a merging lane according to the first embodiment. [Figure 5] 4 is a flowchart for explaining the processing of a preliminary deceleration setting unit and the like according to the first embodiment. [Figure 6] FIG. 4 is a diagram for explaining setting of a preliminary deceleration completion point according to the first embodiment. [Figure 7] FIG. 2 is a diagram for explaining the calculation of a feasible initial solution according to the first embodiment. [Figure 8] FIG. 10 is a diagram for explaining the calculation of an unrealizable initial solution according to the first embodiment. [Figure 9] FIG. 10 is a diagram for explaining the calculation of a feasible solution after recalculation according to the first embodiment. [Figure 10] FIG. 10 is a diagram for explaining the calculation of a solution after recalculation that is not feasible according to the first embodiment. [Figure 11] FIG. 10 is a diagram for explaining the calculation of a solution after a third re-calculation that is not feasible according to the first embodiment. [Figure 12] FIG. 10 is a diagram for explaining the calculation of a solution after the third-third calculation according to the first embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0010] 1. First Embodiment A vehicle control device 50 according to the first embodiment will be described with reference to the drawings. In this embodiment, the vehicle control device 50 is provided in the subject vehicle.

[0011] As shown in FIG. 1, the vehicle is equipped with a surroundings monitoring device 31, a position detection device 32, a vehicle state detection device 33, a map information database 34, a wireless communication device 35, a vehicle control device 50, a drive control device 36, a power plant 8, an electric steering device 7, an electric braking device 9, and a human interface device 37.

[0012] The periphery monitoring device 31 is a device such as a camera or radar that monitors the periphery of the vehicle. The radar may be a millimeter wave radar, a laser radar, an ultrasonic radar, etc. The wireless communication device 35 performs wireless communication with a base station using a cellular wireless communication standard such as 4G or 5G.

[0013] The position detection device 32 is a device that detects the current position (latitude, longitude, altitude) of the vehicle, and uses a GPS antenna or the like that receives signals output from artificial satellites such as the Global Navigation Satellite System (GNSS). Note that various methods may be used to detect the current position of the vehicle, such as a method using the lane number of the vehicle, a map matching method, a dead reckoning method, or a method using detected information around the vehicle.

[0014] The map information database 34 stores road information such as road shapes (for example, the number of lanes, the position of each lane, the shape of each lane, the type of each lane, the road type, and speed limits), road signs (speed limit signs and associated speed limits, stop signs, and the like), toll gates (the entrance positions of toll gates, the speed at which toll gates are passed, and the like), and traffic lights. The map information database 34 is mainly composed of a storage device. The map information database 34 may be provided in a server outside the vehicle connected to a network, and the vehicle control device 50 may obtain necessary road information from the server outside the vehicle via the wireless communication device 35.

[0015] The drive control device 36 includes a power control device, a brake control device, an automatic steering control device, a light control device, etc. The power control device controls the output of a power machine 8 such as an internal combustion engine or a motor. The brake control device controls the braking operation of an electric brake device 9. The automatic steering control device controls the electric steering device 7. The light control device controls turn signals, hazard lights, etc.

[0016] The vehicle state detection device 33 is a detection device that detects the state of the host vehicle, which is the driving state and running state of the host vehicle. In this embodiment, the vehicle state detection device 33 detects the speed, acceleration, yaw rate, steering angle, lateral acceleration, etc. of the host vehicle as the running state of the host vehicle. For example, the vehicle state detection device 33 may be provided with a speed sensor, an acceleration sensor, an angular velocity sensor, a steering angle sensor, etc. that detect the rotational speed of the wheels.

[0017] The driving state of the vehicle is detected by detecting acceleration / deceleration operations, steering angle operations, and lane change operations by the driver. For example, the vehicle state detection device 33 is provided with an accelerator position sensor, a brake position sensor, a steering angle sensor (handle angle sensor), a steering torque sensor, a turn signal position switch, and the like.

[0018] The human interface device 37 is a device that receives input from the driver through a speaker, a display screen, an input device, etc., and transmits information to the driver.

[0019] 1-1. Vehicle control device 50 The vehicle control device 50 includes processing units such as an information acquisition unit 51, a target driving route setting unit 52, a deceleration point setting unit 53, a preliminary deceleration setting unit 54, a target driving state setting unit 55, and a vehicle control unit 56. Each process of the vehicle control device 50 is realized by a processing circuit included in the vehicle control device 50. Specifically, as shown in Fig. 2, the vehicle control device 50 includes an arithmetic processing device 90 such as a CPU (Central Processing Unit), a storage device 91, an input / output device 92 that inputs and outputs external signals to the arithmetic processing device 90, and the like.

[0020] The arithmetic processing device 90 may be an ASIC (Application Specific Integrated Circuit), an IC (Integrated Circuit), a DSP (Digital Signal Processor), an FPGA (Field Programmable Gate Array), a GPU (Graphics Processing Unit), an AI (Artificial Intelligence) chip, various logic circuits, various signal processing circuits, etc. Furthermore, the arithmetic processing device 90 may be a plurality of the same or different types, and each process may be shared and executed. The storage device 91 may be a variety of storage devices, such as a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory, an EEPROM (Electrically Erasable Programmable Read Only Memory), a hard disk, etc.

[0021] The input / output device 92 is equipped with a communication device, an A / D converter, an input / output port, a drive circuit, etc. The input / output device 92 is connected to the surroundings monitoring device 31, the position detection device 32, the vehicle state detection device 33, the map information database 34, the wireless communication device 35, the drive control device 36, the human interface device 37, etc., and communicates with these devices.

[0022] The processing of each of the processing units 51 to 56, etc., provided in the vehicle control device 50 is realized by the arithmetic processing device 90 executing software (programs) stored in the storage device 91 and cooperating with other hardware of the vehicle control device 50, such as the storage device 91 and the input / output device 92. The initial deceleration a in the preliminary deceleration section used by each of the processing units 51 to 56, etc. 01_ini , initial deceleration in the final deceleration section a 12_ini , Upper limit of preliminary deceleration section Max 01 , the upper limit of the final deceleration section Max 12 The setting data is stored in a storage device 91 such as an EEPROM.

[0023] Each process of the vehicle control device 50 will be described in detail below with reference to the flowchart in Fig. 3. The process of the flowchart in Fig. 3 is executed, for example, at each predetermined calculation cycle. Note that unnecessary steps at the time of execution are skipped as appropriate.

[0024] 1-1-1. Information acquisition section 51 3, the information acquisition unit 51 acquires information about the driving state of the host vehicle and road information about the surroundings of the host vehicle. In this embodiment, the information acquisition unit 51 acquires information about other vehicles in the surroundings of the host vehicle.

[0025] The information acquisition unit 51 acquires the running state of the host vehicle. In this embodiment, the information acquisition unit 51 acquires the position, moving direction, speed, acceleration, etc. of the host vehicle based on the position information of the host vehicle acquired from the position detection device 32 and the host vehicle state acquired from the vehicle state detection device 33.

[0026] The information acquisition unit 51 acquires road information around the vehicle from the map information database 34 based on the vehicle's position information acquired from the position detection device 32. The acquired road information includes road shape (e.g., the number of lanes, the position of each lane, the shape of each lane, the type of each lane, the road type, the speed limit, etc.), road signs (speed limit signs and their associated speed limits, stop signs, etc.), toll gate information (the location of the toll gate entrance, the speed at which the toll gate is passed, etc.), traffic lights, and other road information. The shape of each lane includes the center position, lane width, lane curvature, etc. Lane shapes are set at each point along the longitudinal direction of the lane. Lane types include main lanes, diverging lanes diverging from the main lane, etc. The lane shape also includes the start position of the diverging lane, the end position of the diverging lane, and the length of the diverging lane. The diverging lane also includes a deceleration lane for gradually slowing down after diverging.

[0027] The information acquisition unit 51 also detects the shape and type of road dividing lines, etc., based on detection information of white lines, road shoulders, etc., acquired from the periphery monitoring device 31, and determines the shape and position of each lane, the number of lanes, and the type of each lane, etc., based on the detected shape and type of road dividing lines, etc. The shape of each lane includes the center position of the lane, lane width, lane curvature, etc. The type of each lane includes a main lane, a diverging lane, etc.

[0028] Furthermore, the information acquisition unit 51 acquires information on road signs, traffic lights, and toll gates based on the detection information acquired from the periphery monitoring device 31. The information acquisition unit 51 may acquire the current status of traffic lights and the like from an external device via wireless communication.

[0029] The information acquisition unit 51 acquires information about other vehicles around the vehicle. In this embodiment, the information acquisition unit 51 acquires the position, movement direction, speed, acceleration, etc. of the other vehicles based on the detection information acquired from the periphery monitoring device 31 and the position information of the vehicle acquired from the position detection device 32. In addition to other vehicles, the information acquisition unit 51 also acquires information about obstacles, pedestrians, traffic regulations such as lane restrictions, etc.

[0030] The information acquisition unit 51 may acquire, via communication from outside the vehicle, information on the driving conditions of other vehicles (such as the positions, moving directions, and speeds of other vehicles), road information (such as lane information) and traffic information (such as obstacles and congestion levels) around the vehicle. For example, the information acquisition unit 51 may acquire, via wireless communication or the like, information on the driving conditions of other vehicles, as well as information on the roads and traffic around the vehicle, from other vehicles or a server to which other vehicles have uploaded information. The information acquisition unit 51 may also acquire, via wireless communication or the like, information on the driving conditions of other vehicles, as well as information on the roads and traffic in a monitoring area, from roadside devices such as cameras that monitor road conditions, etc.

[0031] The information acquisition unit 51 acquires lane information corresponding to the lane in which the host vehicle is traveling, based on the position of the host vehicle. The information acquisition unit 51 also acquires lane information corresponding to the lane in which each other vehicle is traveling, based on the position of each other vehicle. The acquired lane information includes the shape, position, and type of the lane, as well as lane information of surrounding lanes.

[0032] 1-1-2. Target driving route setting unit 52 In step S02 of Fig. 3, the target driving route setting unit 52 sets a target driving route for the vehicle. For example, the target driving route setting unit 52 sets a target driving route from the current position of the vehicle to a target point using road information. Various well-known methods are used to set the target driving route, and therefore a description thereof will be omitted. In the target driving route, a target lane in which the vehicle will travel and a lane change position are set. For example, when moving from a main lane to a diverging lane, the range of travel on the main lane, the position at which the lane will change from the main lane to the diverging lane, and the range of travel on the diverging lane are set.

[0033] 1-1-3.Deceleration point setting section 53 In step S03 of FIG. 3, the deceleration point setting unit 53 sets a deceleration point on the target driving route at which the speed at which the vehicle should travel is slower than the current driving speed V0 of the vehicle, based on the driving state of the vehicle, the target driving route, and road information, and sets a deceleration point speed V2, which is the speed at which the vehicle should travel at the deceleration point.

[0034] For example, the deceleration point setting unit 53 sets the start position of a section on the target driving route where the speed limit is lower than the current driving speed V0 of the vehicle as the deceleration point, and sets the deceleration point speed V2 based on the speed limit of the lane where the speed limit is lower. Note that the deceleration point setting unit 53 may also set the setting start position of a speed limit that is lower than the current driving speed V0 of the vehicle by a determination speed difference (e.g., 30 km / h) or more as the deceleration point.

[0035] 4, in this embodiment, deceleration point setting unit 53 sets, as a deceleration point, the position of a speed limit sign on the target driving route that starts a section with a speed limit lower than the vehicle's current driving speed V0, and sets deceleration point speed V2 based on the speed limit on the speed limit sign. Note that deceleration point setting unit 53 may also set, as a deceleration point, the position of a speed limit sign that starts a section with a speed limit lower than the vehicle's current driving speed V0 by a determination speed difference (e.g., 30 km / h) or more.

[0036] Furthermore, if there is a toll gate on the target driving route where deceleration is required, the deceleration point setting unit 53 sets the entrance to the toll gate as a deceleration point, and sets the passing speed through the toll gate as the deceleration point speed V2. Toll gates where deceleration is required include toll gates where tolls are paid automatically without stopping via wireless communication with on-board equipment (for example, an Electronic Toll Collection System (ETC)), and if a passing speed through the toll gate is specified, that passing speed (for example, 20 km / h) is set as the deceleration point speed V2. Toll gates where deceleration is required include toll gates where the vehicle must stop to pay the toll at a payment machine or in person, or to receive a pass, and if stopping is specified, the deceleration point speed V2 is set to 0 km / h. Toll gates may include not only road toll gates, but also various other toll gates such as toll gates at parking lots and toll gates at facilities.

[0037] In addition, if the deceleration point setting unit 53 detects a stop sign or a red light on the target driving route, it sets the position just before the stop line or the stopping position of the preceding vehicle as the deceleration point, and sets the deceleration point speed V2 to 0 km / h.

[0038] Furthermore, when the deceleration point setting unit 53 detects a stopped vehicle ahead of the vehicle on the target driving route, it sets a position in front of the stopped vehicle (for example, a position 5 m ahead of the stopped vehicle) as a deceleration point, and sets the deceleration point speed V2 to 0 km / h. Any position where there is an obstacle, pedestrian, or the like other than the vehicle ahead and it is necessary to slow down or stop may be set as a deceleration point.

[0039] 1-1-4. Pre-deceleration setting unit 54 3, the preliminary deceleration setting unit 54 sets a preliminary deceleration completion point, which is a point where preliminary deceleration of the host vehicle is completed, between the current position of the host vehicle and the deceleration point on the target travel route, and sets a preliminary deceleration completion speed V1, which is the speed at which the host vehicle should travel at the preliminary deceleration completion point. 12 The absolute value of the deceleration a in the preliminary deceleration section from the start point of preliminary deceleration to the end point of preliminary deceleration is 01 The preliminary deceleration completion point and the preliminary deceleration completion speed V1 are set so that the absolute value of V becomes small.

[0040] In the present application, deceleration means negative acceleration and is a negative value.

[0041] According to this configuration, the vehicle can be decelerated in a planned manner from the current traveling speed to the deceleration point speed at the deceleration point by two stages of deceleration, namely, preliminary deceleration and final deceleration. 12 The absolute value of the deceleration a in the preliminary deceleration section is 01 Since the preliminary deceleration completion point and the preliminary deceleration completion speed V1 are set so that the absolute value of V decreases, deceleration is performed so that the absolute value of the deceleration increases stepwise. This makes it possible to achieve smooth deceleration and prevent sudden deceleration from causing discomfort to occupants and discomfort to following vehicles, thereby improving comfort.

[0042] The process of setting the preliminary deceleration completion point and the preliminary deceleration completion speed V1, etc. is performed before the host vehicle starts preliminary deceleration, but may be performed continuously even after the host vehicle starts preliminary deceleration in order to reflect the current state.

[0043] The processing of the preliminary deceleration setting unit 54 and the like will be described below with reference to the flowchart in Fig. 5. In addition, although the description will be given using an example in which the deceleration point is set ahead of the merging lane, the processing can also be applied to cases in which the deceleration point is set at a point other than the end of the merging lane.

[0044] 1-1-4-1. Setting the preliminary deceleration completion point In step S11, the preliminary deceleration setting unit 54 sets a preliminary deceleration completion point, which is a point where preliminary deceleration of the host vehicle is to be completed, between the current position of the host vehicle and the deceleration point on the target travel route.

[0045] For example, the preliminary deceleration setting unit 54 sets the preliminary deceleration completion point on the target travel route at a position a predetermined distance (for example, 50 m) before the deceleration point. The predetermined distance becomes the distance of the final deceleration section.

[0046] Alternatively, as shown in FIG. 6, the preliminary deceleration setting unit 54 may set a deceleration distance L required to decelerate from the current traveling speed V0 to the deceleration point speed V2 without preliminary deceleration. bs Calculate the deceleration distance L without preliminary deceleration. bs The distance shorter than this is the distance L of the final deceleration section. 12 and the distance L from the deceleration point to the final deceleration section 12 As shown in the following equation, the preliminary deceleration setting unit 54 calculates the current traveling speed V0, the deceleration point speed V2, the initial deceleration a of the final deceleration section, and 12_ini Based on this, the deceleration distance without preliminary deceleration L bs The deceleration distance without preliminary deceleration is calculated by multiplying it by a coefficient K smaller than 1. bs (For example, 0.8) and multiply it by the distance L of the final deceleration section. 12 Then, the preliminary deceleration setting unit 54 sets the distance L of the final deceleration section from the deceleration point.12 The preliminary deceleration completion point is set at a position just before the target point.

number

[0047] <Settings for diverging lanes> Alternatively, as shown in FIG. 4, when a diverging lane diverging from the main lane is present on the target driving route, the preliminary deceleration setting unit 54 sets the preliminary deceleration completion point ahead of the start point of the diverging lane.

[0048] This configuration prevents large deceleration due to deceleration in the final deceleration section on the main line, and prevents interference with the operation of following vehicles on the main line.

[0049] For example, the start point of the diverging lane may be set at the end of the tapered section where the diverging lane gradually widens. The diverging lane also includes a deceleration lane for gradually slowing down after diverging. The speed limit in the deceleration lane remains unchanged, but the speed limit is reduced after the deceleration lane ends.

[0050] A preliminary deceleration completion point may be set in accordance with the road shape just before the deceleration point, even if the lane is not a merging lane. For example, the preliminary deceleration completion point is set in a section where deceleration may be performed.

[0051] <Starting preliminary deceleration by operating the turn signal> When a lane change is necessary before the vehicle reaches a deceleration point and the driver's operation of a turn signal is detected, the preliminary deceleration setting unit 54 sets a preliminary deceleration completion point and a preliminary deceleration completion speed V1 and starts preliminary deceleration. This can be applied, for example, to a case where a lane change is required from a main lane to a merging lane.

[0052] If the driver ignores the target driving route and does not change lanes, the vehicle will not pass the deceleration point, and there is no need to decelerate. According to the above configuration, preliminary deceleration is started after confirming the driver's intention, so that deceleration can be prevented from being started erroneously.

[0053] 1-1-4-2. Calculation of the initial solution for the preliminary deceleration completion speed based on the initial deceleration In step S12, the preliminary deceleration setting unit 54 sets the deceleration point speed V2, the initial deceleration a of the final deceleration section 12_ini , and the distance of the final deceleration section L 12 Based on this, the preliminary deceleration completion speed V of the initial solution 1_ini Calculate the following.

[0054] In this embodiment, the following equation is used: Initial deceleration a in the final deceleration section 12_ini is set in advance taking into consideration vehicle performance and riding comfort. The preliminary deceleration completion speed V of the initial solution set by equation (2) is 1_ini is greater than the current running speed V0, the preliminary deceleration setting unit 54 sets the current running speed V0 to the preliminary deceleration completion speed V of the initial solution. 1_ini Set as (V 1_ini =V0).

number

[0055] According to this configuration, the distance L of the final deceleration section 12 In the final deceleration section, the initial deceleration a 12_ini When decelerating by 1_ini The initial deceleration of the final deceleration section a can be calculated. 12_ini By appropriately setting the ratio, stable vehicle behavior and good ride comfort can be achieved.

[0056] <Calculation of the distance of the preliminary deceleration section of the initial solution> In step S13, the preliminary deceleration setting unit 54 calculates the preliminary deceleration completion speed V 1_ini , the current running speed V0, and the initial deceleration a 01_ini Based on this, the distance L of the preliminary deceleration section of the initial solution 01_ini Calculate the following.

[0057] In this embodiment, the following equation is used: Initial deceleration a in the preliminary deceleration section 01_iniis set in advance taking into consideration vehicle performance and ride comfort. 01_ini The absolute value of the initial deceleration a 12_ini is made smaller than the absolute value of

number

[0058] <Determining the feasibility of the initial solution> In step S14, the preliminary deceleration setting unit 54 calculates the distance L of the preliminary deceleration section of the initial solution. 01_ini is longer or shorter than the remaining distance d1 from the current position of the vehicle to the preliminary deceleration completion point. If it is determined to be shorter, the process proceeds to step S15, and if it is determined to be longer, the process proceeds to step S16.

[0059] For example, in the example of the diverging lane shown in Fig. 7 and Fig. 8, the distance of the final deceleration section L 12 = 150 m, remaining distance to preliminary deceleration completion point d1 = 100 m, initial deceleration of final deceleration section a 12_ini =-1.0m / s 2 , initial deceleration in the preliminary deceleration section a 01_ini =-0.5m / s 2 , the deceleration point speed V2 = 40 km / h.

[0060] Under this condition, as shown in Fig. 7, when the current running speed V0 = 80 km / h, the preliminary deceleration completion speed V 1_ini = 74.1 km / h, distance L of the preliminary deceleration section of the initial solution 01_ini = 70.4, which is shorter than the remaining distance d1 = 100 m until the preliminary deceleration completion point, and the initial solution is feasible.

[0061] On the other hand, as shown in Fig. 8, when the current running speed V0 = 100 km / h, the preliminary deceleration completion speed V 1_ini = 74.1 km / h, distance L of the preliminary deceleration section of the initial solution 01_ini = 348 m, which is longer than the remaining distance d1 = 100 m until the preliminary deceleration completion point, making the initial solution unfeasible.

[0062] <When the initial solution is feasible> Distance L of the preliminary deceleration section of the initial solution 01_ini is determined to be shorter than the remaining distance d1 to the preliminary deceleration completion point, the distance L of the preliminary deceleration section of the initial solution 01_ini Since the initial deceleration in the preliminary deceleration section a 01_ini This allows deceleration to the preliminary deceleration completion speed V1, and the initial deceleration a 12_ini In this case, in step S15, the preliminary deceleration setting unit 54 sets the preliminary deceleration completion speed V 1_ini is set as the preliminary deceleration completion speed V1, and the distance L of the preliminary deceleration section of the initial solution 01_ini The distance of the preliminary deceleration section L 01 The distance L of the preliminary deceleration section from the preliminary deceleration completion point is set as 01 The preliminary deceleration start point is set at a position just before the target.

[0063] According to this configuration, in the preliminary deceleration section, the initial deceleration a 01_ini In the final deceleration section, the vehicle decelerates at a preset initial deceleration a 12_ini Since the vehicle can be decelerated by the above-mentioned method, it is possible to perform ideal deceleration that is anticipated in advance, thereby realizing stable vehicle behavior and a comfortable ride.

[0064] 1-1-4-3. Recalculation of preliminary deceleration completion speed taking into account the remaining distance to the preliminary deceleration completion point On the other hand, the distance L of the preliminary deceleration section of the initial solution 01_ini is determined to be longer than the remaining distance d1 to the preliminary deceleration completion point, the distance L of the preliminary deceleration section of the initial solution 01_ini Therefore, the initial deceleration in the preliminary deceleration section a 01_ini Therefore, the preliminary deceleration completion speed V 1_ini The initial deceleration in the final deceleration section a 12_ini Therefore, the deceleration speed in the preliminary deceleration section a 01 The initial deceleration a 01_iniIt is necessary to change from this and recalculate the preliminary deceleration completion speed V1. Therefore, the process of step S16 described below is performed.

[0065] Hereinafter, the principle of the calculation in step S16 will be described. Let the preliminary deceleration completion speed after recalculation be V1 ’ and let the deceleration in the preliminary deceleration section after recalculation be a 01 ’ If the current position is set as the start point of the preliminary deceleration, the following equation can be obtained.

Equation

[0066] Also, let the deceleration in the final deceleration section after recalculation be a 12 ’ and assume that the distance L 12 in the final deceleration section does not change. Then the following equation can be obtained.

Equation

[0067] To make the absolute value of the deceleration a 12 ’ in the final deceleration section after recalculation smaller than the absolute value of the deceleration a 01 ’ in the preliminary deceleration section after recalculation, a reduction coefficient r is used and set as follows. The reduction coefficient r is set to a value smaller than 1 and larger than 0 (0 < r < 1). For example, r = 0.5 is set.

Equation

[0068] From Equation (4), Equation (5), and Equation (6), substitute them into each other to eliminate the decelerations a 12 ’ , a 01 ’ and the preliminary deceleration completion speed V1 ’When sorted out, the following formula is obtained. From formula (7), it can be seen that the preliminary deceleration completion speed V1 can be reset based on the remaining distance d1 from the current position of the host vehicle to the preliminary deceleration completion point, the distance L of the final deceleration section 12 , the current traveling speed V0, and the deceleration point speed V2.

Number

[0069] Therefore, in step S16, the preliminary deceleration setting unit 54 calculates the recalculated preliminary deceleration completion speed V1 based on the remaining distance d1 from the current position of the host vehicle to the preliminary deceleration completion point, the distance L of the final deceleration section 12 , the current traveling speed V0, and the deceleration point speed V2. ’ In this embodiment, formula (7) is used.

[0070] Then, the preliminary deceleration setting unit 54 calculates the recalculated deceleration a' of the preliminary deceleration section and the recalculated deceleration a'' of the final deceleration section based on the recalculated preliminary deceleration completion speed V1 ’ , the current traveling speed V 0、 and the remaining distance d1 to the preliminary deceleration completion point. In this embodiment, formula (8) obtained by transforming formula (4) and formula (9) obtained by transforming formula (6) are used. As described above, the reduction coefficient r is set to a value less than 1 and greater than 0 (0 < r < 1). For example, r = 0.5 is set. 01 ’ , and the recalculated deceleration a'' of the final deceleration section 12 ’

Number

Number

Number

[0071] According to this configuration, based on the remaining distance d1 to the preliminary deceleration completion point, the absolute value of the recalculated deceleration a'' of the final deceleration section 12 ’ is smaller than the recalculated deceleration a' of the preliminary deceleration section 01 ’While reducing the absolute value of the preliminary deceleration completion speed V1, the preliminary deceleration completion speed V1 can be calculated by the time the preliminary deceleration completion point is reached. ’ and decelerates the vehicle to deceleration point speed V2 at the deceleration point.

[0072] For example, as shown in the schematic diagram of FIG. 9, when the current traveling speed V0 is 100 km / h, the recalculated preliminary deceleration completion speed V1 ’ = 88.8 km / h, deceleration in the preliminary deceleration section after recalculation a 01 ’ =-0.81m / s 2 , the deceleration rate a in the final deceleration section after recalculation 12 ’ =-1.62m / s 2 Therefore, if the current running speed V0 is high, V1 ’ is the preliminary deceleration completion speed V of the initial solution 1_ini =74.1km / h, and a 01 ’ =-0.81m / s 2 The absolute value of and a 12 ’ =-1.62m / s 2 The absolute values ​​of the decelerations a of the initial solution are 01_ini =-0.5m / s 2 The absolute value of and a 12_ini =-1.0m / s 2 The absolute value of the final deceleration section after recalculation will be larger than the absolute value of a 12 ’ The absolute value of the deceleration a in the preliminary deceleration section after recalculation is 01 ’ While reducing the absolute value of V, the speed can be decelerated to the deceleration point speed V2 at the deceleration point.

[0073] <Recalculation when there is a following vehicle> When another vehicle is present within a determination range behind the host vehicle on the lane in which the host vehicle is traveling, the preliminary deceleration setting unit 54 sets a recalculated preliminary deceleration completion speed V1 that is greater than when no other vehicle is present. ’ According to this configuration, it is possible to prevent preliminary deceleration from interfering with the running of the following vehicle.

[0074] For example, when the host vehicle is traveling on a main lane, the preliminary deceleration completion point is set ahead of the start point of the diverging lane, and the preliminary deceleration start point is set on the main lane, this calculation can be performed to prevent the following vehicle traveling on the main lane from interfering with other vehicles traveling on the main lane.

[0075] The determination range is set to, for example, 100 m, but may be changed depending on the current traveling speed of the host vehicle or the speed limit. In this embodiment, the preliminary deceleration setting unit 54 sets the reduction coefficient r to a value smaller than that when there is no other vehicle within the determination range behind the host vehicle. For example, the reduction coefficient r is set to 0.3. Using the reduced reduction coefficient r, the preliminary deceleration setting unit 54 similarly calculates each calculation value using equations (7) to (9).

[0076] For example, in the case where the current running speed V0 is 100 km / h in FIG. 9, by setting r to 0.3, the calculated preliminary deceleration completion speed V1 ’ = 92.7 km / h, and V1 when r = 0.5 ’ = 88.8 km / h, which reduces the sense of incongruity felt by the following vehicle. 01 ’ =-0.54m / s 2 , the deceleration rate a in the final deceleration section after recalculation 12 ’ =-1.80m / s 2 becomes.

[0077] In the formulas (7) and (8), the start point of preliminary deceleration is set to the current position of the host vehicle. However, if the start point of preliminary deceleration is set ahead of the current position of the host vehicle, the distance obtained by subtracting the remaining distance d0 from the current position of the host vehicle to the start point of preliminary deceleration (d1-d0, distance L of the preliminary deceleration section) from the remaining distance d1 to the completion point of preliminary deceleration is used instead of the remaining distance d1 to the completion point of preliminary deceleration. 01 ) can be used.

[0078] <Determining the feasibility of the solution after recalculation> In step S17, the preliminary deceleration setting unit 54 calculates the deceleration a of the preliminary deceleration section after recalculation. 01 ’ The absolute value of Max is the upper limit of the preliminary deceleration section. 01 If it is determined to be smaller, the process proceeds to step S18, and if it is determined to be larger, the process proceeds to step S19. 01 is the upper limit of the absolute value of the allowable deceleration in the preliminary deceleration section, and is set in advance taking into consideration the vehicle performance and ride comfort.

[0079] In the case where the current running speed V0 in Figure 9 is 100 km / h, the deceleration a in the preliminary deceleration section after recalculation is 01 ’ =-0.81m / s 2 The absolute value of Max is the upper limit of the preliminary deceleration section. 01 = 1.0, so the preliminary deceleration completion speed V1 after recalculation ’ Even if the vehicle is decelerated to this level, there is no problem in terms of vehicle performance and ride comfort.

[0080] As shown in FIG. 10, when the current traveling speed V0 is 120 km / h, the recalculated preliminary deceleration completion speed V1 is calculated by the calculations of the formulas (7) and (8). ’ = 105.8 km / h, deceleration in the preliminary deceleration section after recalculation a 01 ’ =-1.23m / s 2 becomes a 01 ’ The absolute value of Max is the upper limit of the preliminary deceleration section. 01 = 1.0, which is undesirable from the viewpoint of vehicle performance and ride comfort.

[0081] <If the solution after recalculation is feasible> Deceleration a in the preliminary deceleration section after recalculation 01 ’ The absolute value of Max is the upper limit of the preliminary deceleration section. 01 If it is determined that the recalculated preliminary deceleration completion speed V1 is smaller than the recalculated preliminary deceleration completion speed V1, the preliminary deceleration setting unit 54 sets the recalculated preliminary deceleration completion speed V1 in step S18. ’is set as the preliminary deceleration completion speed V1, and the remaining distance d1 to the preliminary deceleration completion point is set as the distance L of the preliminary deceleration section. 01 and the current position of the vehicle is set as the starting point of preliminary deceleration.

[0082] 1-1-4-4. Re-calculation of preliminary deceleration completion speed taking into account the upper limit of the deceleration rate in the preliminary deceleration section On the other hand, the deceleration a in the preliminary deceleration section after recalculation 01 ’ The absolute value of Max is the upper limit of the preliminary deceleration section. 01 If it is determined that the deceleration is greater than the predetermined value, the preliminary deceleration setting unit 54 sets the deceleration a 01 The absolute value of Max is the upper limit of the preliminary deceleration section. 01 The preliminary deceleration completion speed V1 after the third recalculation is as follows: ’’ Calculate the following.

[0083] In this embodiment, the preliminary deceleration setting unit 54 sets the deceleration a 01 The absolute value of Max is the upper limit of the preliminary deceleration section. 01 The preliminary deceleration completion speed V1 after the third recalculation is ’’ Calculate the following.

[0084] The formulas (10) and (11) are used. That is, the preliminary deceleration setting unit 54 sets the upper limit value Max 01 The positive / negative inverted value of is used as the deceleration a of the preliminary deceleration section after the third recalculation. 01 ’’ Then, the preliminary deceleration setting unit 54 sets the deceleration a 01 ’’ Based on the current traveling speed V0 and the remaining distance d1 to the preliminary deceleration completion point, the preliminary deceleration completion speed V1 after the third recalculation ’’ Calculate the following.

number

number

[0085] Then, the preliminary deceleration setting unit 54 calculates the preliminary deceleration completion speed V1 ’’ , deceleration point speed V2, and the distance of the final deceleration section L 12 Based on this, the deceleration a of the final deceleration section after the third recalculation 12 ’’ Calculate the following.

number

[0086] In equation (11), the start point of preliminary deceleration is set to the current position of the vehicle. However, if the start point of preliminary deceleration is set ahead of the current position of the vehicle, the distance obtained by subtracting the remaining distance d0 from the current position of the vehicle to the start point of preliminary deceleration (d1-d0, distance L of the preliminary deceleration section) from the remaining distance d1 to the completion point of preliminary deceleration is used instead of the remaining distance d1 to the completion point of preliminary deceleration. 01 ) can be used.

[0087] In step S20, the preliminary deceleration setting unit 54 calculates the deceleration a of the final deceleration section after the third calculation. 12 ’’ The absolute value of Max is the upper limit of the final deceleration section. 12 If it is determined to be smaller, the process proceeds to step S21, and if it is determined to be larger, the process proceeds to step S22. 12 is the upper limit of the absolute value of the allowable deceleration in the final deceleration section, and is set in advance taking into consideration vehicle performance, ride comfort, and prevention of sudden approach by following vehicles.

[0088] As shown in FIG. 11, when the current traveling speed V0 is 120 km / h, the preliminary deceleration completion speed V1 after the third recalculation is calculated by the calculations of the formulas (11) and (12). ’’ = 108.7 km / h, deceleration in the final deceleration section after the third recalculation a 12 ’’ =-2.62m / s 2 becomes a 12 ’’ The absolute value of Max is the upper limit of the final deceleration section. 12= 2.0, which is undesirable from the viewpoints of vehicle performance, ride comfort, and prevention of sudden approach of following vehicles.

[0089] <Deceleration a in the final deceleration section after the third recalculation 12 ’’ If feasible> Deceleration a in the final deceleration section after the third recalculation 12 ’’ The absolute value of Max is the upper limit of the final deceleration section. 12 If it is determined that the final speed V1 is smaller than the final speed V2, the preliminary deceleration setting unit 54 sets the final speed V1 after the third recalculation as the preliminary deceleration completion speed V1 in step S21. ’’ is set as the preliminary deceleration completion speed V1, and the remaining distance d1 to the preliminary deceleration completion point is set as the distance L of the preliminary deceleration section. 01 and the current position of the vehicle is set as the starting point of preliminary deceleration.

[0090] According to this configuration, the upper limit value Max of the preliminary deceleration section 01 and the upper limit of the final deceleration section Max 12 This allows for appropriate deceleration within the above range, taking into consideration vehicle performance, ride comfort, and prevention of sudden approach by following vehicles.

[0091] 1-1-4-5. Changing the deceleration point speed taking into account the upper limit of the deceleration rate in the final deceleration section On the other hand, the deceleration a of the final deceleration section after the third recalculation 12 ’’ The absolute value of Max is the upper limit of the final deceleration section. 12 If it is determined that the deceleration is greater than the predetermined value, the preliminary deceleration setting unit 54 sets the deceleration a 12 The absolute value of Max is the upper limit of the final deceleration section. 12 The deceleration point speed V2 after the third third calculation is as follows: ’’’ Calculate the following.

[0092] In this embodiment, the preliminary deceleration setting unit 54 sets the deceleration a 12 The absolute value of Max is the upper limit of the final deceleration section. 12 The deceleration point speed V2 after the third third calculation is ’’’ Calculate the following.

[0093] The formulas (13) and (14) are used. That is, the preliminary deceleration setting unit 54 sets the upper limit value Max 12 The positive / negative inversion value of is the deceleration a of the final deceleration section after the third third calculation. 12 ’’’ Then, the preliminary deceleration setting unit 54 sets the deceleration a of the final deceleration section after the third-third calculation. 12 ’’’ , preliminary deceleration completion speed V1 after re-recalculation ’’ , and the distance of the final deceleration section L 12 Based on this, the deceleration point speed V2 after the third recalculation ’’’ Calculate the following.

number

number

[0094] As shown in FIG. 12, when the current traveling speed V0 is 120 km / h, the deceleration point speed V2 after the third-third calculation is calculated by the calculations of Equation (13) and Equation (14). ’’’ =63.5km / h.

[0095] In step S23, the deceleration point setting unit 53 calculates the deceleration point speed V2 by the third-third-recalculated deceleration point speed V2 ’’’ In addition, the preliminary deceleration setting unit 54 changes the preliminary deceleration completion speed V1 after the third recalculation. ’’ is set as the preliminary deceleration completion speed V1, and the remaining distance d1 to the preliminary deceleration completion point is set as the distance L of the preliminary deceleration section. 01 and the current position of the vehicle is set as the starting point of preliminary deceleration.

[0096] According to this configuration, the deceleration point speed V2 becomes larger than the initial value, but the upper limit value Max 01 and the upper limit of the final deceleration section Max 12 This allows for appropriate deceleration within the above range, taking into consideration vehicle performance, ride comfort, and prevention of sudden approach by following vehicles.

[0097] If the deceleration point is located before a stop line or a stop position of a preceding vehicle or the like, and the initial deceleration point speed V2 is 0 km / h, the deceleration point setting unit 53 calculates the deceleration point speed V2 by the deceleration point speed V2 after the third recalculation in order to avoid danger in the surrounding area. ’’’ In this case, the vehicle will come to a sudden stop, but the surrounding danger can be avoided.

[0098] In step S24, the deceleration point setting unit 53 calculates the deceleration point speed V2 ’’’ is determined to exceed the determination speed Vth, and if it does exceed it, the process proceeds to step S25, and if it does not exceed it, the process ends. The determination speed Vth is set based on the initial deceleration point speed V2. For example, a value obtained by adding an additional value (for example, 10 km / h) to the initial deceleration point speed V2 is set as the determination speed Vth.

[0099] In step S25, the deceleration point setting unit 53 requests the driver to drive manually. The deceleration point setting unit 53 requests the driver to drive manually via the display screen and speaker. If the vehicle control unit 56, which will be described later, detects the driver's steering operation, accelerator pedal operation, or brake operation, it switches to manual driving by the driver. With this configuration, if the vehicle cannot be sufficiently decelerated to the deceleration point speed V2, it is possible to prevent inappropriate automatic driving by delegating authority to the driver.

[0100] The preliminary deceleration completion speed V of the initial solution from step S12 to step S15 1_ini Alternatively, the calculations of steps S12 to S15 and steps S19 to S25 may not be performed, and only the calculations of steps S16 to S25 may be performed. Alternatively, the calculations of steps S12 to S15 and steps S19 to S25 may not be performed, and only the calculations of steps S16 and S18 may be performed. Alternatively, the calculations of steps S12 to S18 may not be performed, and only the calculations of steps S19 to S25 may be performed.

[0101] 1-1-5. Target driving state setting unit 55 In step S05 of FIG. 3, the target running state setting unit 55 sets a target running state based on the preliminary deceleration start point, the preliminary deceleration end point, the preliminary deceleration end speed V1, the deceleration point, and the deceleration point speed V2.

[0102] In this embodiment, the target driving state setting unit 55 sets, as the target driving state, a target speed, a target acceleration, a target jerk, etc. at each point on the target driving route. Note that the target driving state setting unit 55 may change the target driving state in accordance with the surrounding conditions detected by the surroundings monitoring device 31, etc.

[0103] 1-1-6. Vehicle control unit 56 In step S06 of FIG. 3, the vehicle control unit 56 controls the vehicle based on the target driving state.

[0104] In this embodiment, the vehicle control unit 56 controls the vehicle so that the running state of the vehicle follows the target running state. For example, the vehicle control unit 56 calculates a command value for the output of the power machine 8 and a command value for the braking force of the electric brake device 9 so that the running speed of the vehicle follows the target speed at the corresponding position, and transmits each command value to the power control device and the brake control device.

[0105] The power control device controls the output of a power machine 8 such as an internal combustion engine or a motor according to an output command value. The brake control device controls the braking operation of an electric brake device 9 according to a braking force command value.

[0106] The vehicle control unit 56 may calculate a command value for the target steering angle and a command value for operating the direction indicator according to the target driving route, and transmit each command value to the automatic steering control device and the light control device. The automatic steering control device controls the electric steering device 7 according to the command value for the target steering angle. The light control device controls the direction indicator according to the command for operating the direction indicator.

[0107] Note that various vehicle control methods may be used, and various types of vehicle control such as automatic driving and cruise control may be performed as vehicle control.

[0108] On the other hand, when the vehicle control unit 56 detects the steering wheel operation, accelerator pedal operation, or brake operation by the driver, it switches to manual driving by the driver. In this case, the vehicle control unit 56 calculates a command value for the target steering angle, a command value for the output of the power machine 8, and a command value for the braking force of the electric brake device 9 based on the steering wheel operation, accelerator pedal operation, and brake operation by the driver, and transmits them to each control device.

[0109] <Summary of various aspects of the present application> Various aspects of the present application will be summarized below as appendices. (Appendix 1) an information acquisition unit that acquires information about a driving state of the host vehicle and road information about the surroundings of the host vehicle; a target driving route setting unit that sets a target driving route for the host vehicle; a deceleration point setting unit that sets a deceleration point on the target driving route, the deceleration point being a point at which the speed at which the host vehicle should travel is slower than the host vehicle's current driving speed, based on the driving state, the target driving route, and the road information, and that sets a deceleration point speed, the speed at which the host vehicle should travel at the deceleration point; a preparatory deceleration setting unit that sets a preparatory deceleration completion point, which is a point where preparatory deceleration of the host vehicle is to be completed, between a current position of the host vehicle and the deceleration point on the target traveling route, and sets a preparatory deceleration completion speed, which is a speed at which the host vehicle should travel at the preparatory deceleration completion point; a target running state setting unit that sets a target running state based on the preliminary deceleration completion point, the preliminary deceleration completion speed, the deceleration point, and the deceleration point speed; a vehicle control unit that controls the host vehicle based on the target driving state; Equipped with The vehicle control device, wherein the preparatory deceleration setting unit sets the preparatory deceleration completion point and the preparatory deceleration completion speed so that an absolute value of the deceleration in the preparatory deceleration section from the start point of the preparatory deceleration to the preparatory deceleration completion point is smaller than an absolute value of the deceleration in the final deceleration section from the preparatory deceleration completion point to the deceleration point.

[0110] (Appendix 2) 2. The vehicle control device according to claim 1, wherein the preliminary deceleration setting unit sets the preliminary deceleration completion speed based on a remaining distance from a current position of the host vehicle to the preliminary deceleration completion point, a distance of the final deceleration section, the current traveling speed, and the deceleration point speed.

[0111] (Appendix 3) 3. The vehicle control device according to claim 1, wherein, when a diverging lane that diverges from a main line is present on the target driving route, the preliminary deceleration setting unit sets the preliminary deceleration completion point ahead of a starting point of the diverging lane.

[0112] (Appendix 4) the information acquisition unit acquires information about other vehicles around the host vehicle, 4. The vehicle control device according to claim 1, wherein the preliminary deceleration setting unit sets the preliminary deceleration completion speed higher when the other vehicle is present on a lane in which the host vehicle is traveling and within a determination range behind the host vehicle than when the other vehicle is not present.

[0113] (Appendix 5) 5. The vehicle control device according to claim 1, wherein the deceleration point setting unit sets, as the deceleration point, the position of a speed limit sign on the target driving route that starts a section with a speed limit lower than the current driving speed of the vehicle, and sets the deceleration point speed based on the speed limit of the speed limit sign.

[0114] (Appendix 6) the deceleration point setting unit, when a toll gate where deceleration is required exists on the target travel route, sets an entrance to the toll gate as the deceleration point; 5. The vehicle control device according to claim 1, wherein the passing speed of the toll gate is set as the deceleration point speed.

[0115] (Appendix 7) 7. The vehicle control device according to claim 1, wherein, when a lane change is necessary before the vehicle reaches the deceleration point and a turn signal operation by the driver is detected, the vehicle control device sets the preparatory deceleration completion point and the preparatory deceleration completion speed and starts the preparatory deceleration.

[0116] (Appendix 8) 8. The vehicle control device according to claim 1, wherein the preliminary deceleration setting unit sets the preliminary deceleration completion speed so that an absolute value of the deceleration in the preliminary deceleration section is equal to or less than an upper limit value of the preliminary deceleration section.

[0117] (Appendix 9) 9. The vehicle control device according to claim 1, wherein the deceleration point setting unit sets the deceleration point speed so that an absolute value of the deceleration of the final deceleration section is equal to or less than an upper limit value of the final deceleration section.

[0118] (Appendix 10) 10. The vehicle control device according to claim 9, wherein the deceleration point setting unit requests the driver to perform manual driving when the deceleration point speed exceeds a determination speed.

[0119] (Appendix 11) the preliminary deceleration setting unit calculates a preliminary deceleration completion speed of an initial solution based on the deceleration point speed, the initial deceleration of the final deceleration section, and the distance of the final deceleration section; calculates a distance of the preliminary deceleration section of the initial solution based on the preliminary deceleration completion speed of the initial solution, the current traveling speed, and the initial deceleration of the preliminary deceleration section; determines whether the distance of the preliminary deceleration section of the initial solution is longer or shorter than the remaining distance from the current position of the vehicle to the preliminary deceleration completion point; and if determined to be shorter, sets the preliminary deceleration completion speed of the initial solution as the preliminary deceleration completion speed; If it is determined that the distance is long, a recalculated preparatory deceleration completion speed is calculated based on the remaining distance to the preparatory deceleration completion point, the distance of the final deceleration section, the current traveling speed, and the deceleration point speed, and a deceleration rate for the recalculated preparatory deceleration section is calculated based on the recalculated preparatory deceleration completion speed, the current traveling speed, and the remaining distance to the preparatory deceleration completion point. It is determined whether the absolute value of the deceleration rate for the recalculated preparatory deceleration section is greater or smaller than an upper limit value for the preparatory deceleration section, and if it is determined that the absolute value is smaller, the deceleration rate for the recalculated preparatory deceleration section is set as the preparatory deceleration completion speed. a vehicle control device according to appendix 1, which, if it is determined that the deceleration is greater than the upper limit value of the preparatory deceleration section, calculates a preparatory deceleration completion speed after a third recalculation so that the absolute value of the deceleration of the preparatory deceleration section is equal to or less than the upper limit value of the preparatory deceleration section, and sets the deceleration of the preparatory deceleration section after the third recalculation as the preparatory deceleration completion speed.

[0120] (Appendix 12) the preliminary deceleration setting unit calculates a deceleration of the final deceleration section after the third re-calculation based on the preliminary deceleration completion speed after the third re-calculation, the deceleration point speed, and the distance of the final deceleration section, determines whether the absolute value of the deceleration of the final deceleration section after the third re-calculation is greater or smaller than an upper limit value of the final deceleration section, and if it determines that the absolute value is greater, calculates a deceleration point speed after the third re-calculation so that the absolute value of the deceleration of the final deceleration section is equal to or less than the upper limit value of the final deceleration section; 12. The vehicle control device according to claim 11, wherein the deceleration point setting unit changes the deceleration point speed to the deceleration point speed after the third-third calculation.

[0121] Although exemplary embodiments are described in this application, the various features, aspects, and functions described in the embodiments are not limited to specific embodiments, but may be applied to the embodiments alone or in various combinations. Therefore, countless variations not illustrated are anticipated within the scope of the technology disclosed in this specification. For example, variations in, addition to, or omission of at least one component are included. [Explanation of symbols]

[0122] 50: Vehicle control device, 51: Information acquisition unit, 52: Target driving route setting unit, 53: Deceleration point setting unit, 54: Pre-deceleration setting unit, 55: Target driving state setting unit, 56: Vehicle control unit, L 01 : distance of preliminary deceleration section, L 01_ini : distance of the preliminary deceleration section of the initial solution, L 12 : Final deceleration distance, Max 01 : Upper limit of preliminary deceleration section, Max 12 : Upper limit of final deceleration section, V0: Current running speed, V1: Preliminary deceleration completion speed, V 1_ini : preliminary deceleration completion speed of the initial solution, V2: deceleration point speed, a 01 : deceleration in the preliminary deceleration section, a 12 : Deceleration in the final deceleration section, d1: Remaining distance from the current position of the vehicle to the preliminary deceleration completion point, V 1_ini : Preliminary deceleration completion speed of the initial solution, a 01_ini : Initial deceleration in the preliminary deceleration section, a 12_ini : Initial deceleration in the final deceleration section, V1 ’ : Preliminary deceleration completion speed after recalculation, a 01 ’ : Deceleration in the preliminary deceleration section after recalculation, a 12 ’ : Deceleration of the final deceleration section after recalculation, V1 ’’ : Preliminary deceleration completion speed after the third recalculation, a 01 ’’ : Deceleration in the preliminary deceleration section after the third recalculation, a 12 ’’ : Deceleration in the final deceleration section after the third recalculation, V2 ’’’ : Deceleration point speed after the third third calculation

Claims

1. an information acquisition unit that acquires information about a driving state of the host vehicle and road information about the surroundings of the host vehicle; a target driving route setting unit that sets a target driving route for the host vehicle; a deceleration point setting unit that sets a deceleration point on the target driving route, the deceleration point being a point at which the speed at which the host vehicle should travel is slower than the host vehicle's current driving speed, based on the driving state, the target driving route, and the road information, and that sets a deceleration point speed, the speed at which the host vehicle should travel at the deceleration point; a preparatory deceleration setting unit that sets a preparatory deceleration completion point, which is a point where preparatory deceleration of the host vehicle is to be completed, between a current position of the host vehicle and the deceleration point on the target traveling route, and sets a preparatory deceleration completion speed, which is a speed at which the host vehicle should travel at the preparatory deceleration completion point; a target running state setting unit that sets a target running state based on the preliminary deceleration completion point, the preliminary deceleration completion speed, the deceleration point, and the deceleration point speed; a vehicle control unit that controls the host vehicle based on the target driving state; Equipped with The vehicle control device sets the preparatory deceleration completion point and the preparatory deceleration completion speed so that the absolute value of the deceleration in the preparatory deceleration section from the start point of the preparatory deceleration to the preparatory deceleration completion point is smaller than the absolute value of the deceleration in the final deceleration section from the preparatory deceleration completion point to the deceleration point, and when a lane change is necessary before reaching the deceleration point and operation of a turn signal by the driver is detected, sets the preparatory deceleration completion point and the preparatory deceleration completion speed and starts the preparatory deceleration.

2. 2. The vehicle control device according to claim 1, wherein the preliminary deceleration setting unit sets the preliminary deceleration completion speed based on a remaining distance from a current position of the host vehicle to the preliminary deceleration completion point, a distance of the final deceleration section, the current traveling speed, and the deceleration point speed.

3. 2. The vehicle control device according to claim 1, wherein, when a diverging lane diverging from a main lane is present on the target driving route, the preliminary deceleration setting unit sets the preliminary deceleration completion point ahead of a start point of the diverging lane.

4. the information acquisition unit acquires information about other vehicles around the host vehicle, 2. The vehicle control device according to claim 1, wherein the preliminary deceleration setting unit sets the preliminary deceleration completion speed to be higher when the other vehicle is present within a determination range behind the host vehicle on the lane in which the host vehicle is traveling than when the other vehicle is not present.

5. 5. The vehicle control device according to claim 1, wherein the deceleration point setting unit sets, as the deceleration point, the position of a speed limit sign on the target driving route that starts a section with a speed limit lower than the current driving speed of the vehicle, and sets the deceleration point speed based on the speed limit of the speed limit sign.

6. the deceleration point setting unit, when a toll gate where deceleration is required exists on the target travel route, sets an entrance to the toll gate as the deceleration point; The vehicle control device according to any one of claims 1 to 4, wherein a passing speed at the toll gate is set as the deceleration point speed.

7. An information acquisition unit that acquires information about the running state of the vehicle and road information around the vehicle; a target driving route setting unit that sets a target driving route for the host vehicle; a deceleration point setting unit that sets a deceleration point on the target driving route, the deceleration point being a point at which the speed at which the host vehicle should travel is slower than the host vehicle's current driving speed, based on the driving state, the target driving route, and the road information, and that sets a deceleration point speed, the speed at which the host vehicle should travel at the deceleration point; a preparatory deceleration setting unit that sets a preparatory deceleration completion point, which is a point where preparatory deceleration of the host vehicle is to be completed, between a current position of the host vehicle and the deceleration point on the target traveling route, and sets a preparatory deceleration completion speed, which is a speed at which the host vehicle should travel at the preparatory deceleration completion point; a target running state setting unit that sets a target running state based on the preliminary deceleration completion point, the preliminary deceleration completion speed, the deceleration point, and the deceleration point speed; a vehicle control unit that controls the host vehicle based on the target driving state, the vehicle control device, wherein the preparatory deceleration setting unit sets the preparatory deceleration completion point and the preparatory deceleration completion speed so that an absolute value of deceleration in the preparatory deceleration section from a start point of the preparatory deceleration to the preparatory deceleration completion point is smaller than an absolute value of deceleration in a final deceleration section from the preparatory deceleration completion point to the deceleration point, and sets the preparatory deceleration completion speed so that it is equal to or less than a predetermined upper limit value of the absolute value of deceleration in the preparatory deceleration section.

8. An information acquisition unit that acquires information about the running state of the vehicle and road information around the vehicle; a target driving route setting unit that sets a target driving route for the host vehicle; a deceleration point setting unit that sets a deceleration point on the target driving route, the deceleration point being a point at which the speed at which the host vehicle should travel is slower than the host vehicle's current driving speed, based on the driving state, the target driving route, and the road information, and that sets a deceleration point speed, the speed at which the host vehicle should travel at the deceleration point; a preparatory deceleration setting unit that sets a preparatory deceleration completion point, which is a point where preparatory deceleration of the host vehicle is to be completed, between a current position of the host vehicle and the deceleration point on the target traveling route, and sets a preparatory deceleration completion speed, which is a speed at which the host vehicle should travel at the preparatory deceleration completion point; a target running state setting unit that sets a target running state based on the preliminary deceleration completion point, the preliminary deceleration completion speed, the deceleration point, and the deceleration point speed; a vehicle control unit that controls the host vehicle based on the target driving state, the preliminary deceleration setting unit sets the preliminary deceleration completion point and the preliminary deceleration completion speed so that an absolute value of the deceleration in a preliminary deceleration section from a start point of the preliminary deceleration to the preliminary deceleration completion point is smaller than an absolute value of the deceleration in a final deceleration section from the preliminary deceleration completion point to the deceleration point, The deceleration point setting unit sets the deceleration point speed so that the absolute value of the deceleration in the final deceleration section is equal to or less than a preset upper limit value of the absolute value of the deceleration in the final deceleration section.

9. 9. The vehicle control device according to claim 8, wherein the deceleration point setting unit requests manual driving from the driver when the deceleration point speed, which is set so that the absolute value of the deceleration in the final deceleration section is equal to or less than the upper limit value, exceeds a determination speed that is set based on the initial deceleration point speed before the absolute value of the deceleration in the final deceleration section is set to be equal to or less than the upper limit value.

10. An information acquisition unit that acquires information about the running state of a vehicle and road information about the surroundings of the vehicle; a target driving route setting unit that sets a target driving route for the host vehicle; a deceleration point setting unit that sets a deceleration point on the target driving route, the deceleration point being a point at which the speed at which the host vehicle should travel is slower than the host vehicle's current driving speed, based on the driving state, the target driving route, and the road information, and that sets a deceleration point speed, the speed at which the host vehicle should travel at the deceleration point; a preparatory deceleration setting unit that sets a preparatory deceleration completion point, which is a point where preparatory deceleration of the host vehicle is to be completed, between a current position of the host vehicle and the deceleration point on the target traveling route, and sets a preparatory deceleration completion speed, which is a speed at which the host vehicle should travel at the preparatory deceleration completion point; a target running state setting unit that sets a target running state based on the preliminary deceleration completion point, the preliminary deceleration completion speed, the deceleration point, and the deceleration point speed; a vehicle control unit that controls the host vehicle based on the target driving state; Equipped with the preliminary deceleration setting unit sets the preliminary deceleration completion point and the preliminary deceleration completion speed so that an absolute value of the deceleration in a preliminary deceleration section from a start point of the preliminary deceleration to the preliminary deceleration completion point is smaller than an absolute value of the deceleration in a final deceleration section from the preliminary deceleration completion point to the deceleration point, calculate a preliminary deceleration completion speed of an initial solution based on the deceleration point speed, the initial deceleration of the final deceleration section, and the distance of the final deceleration section; calculate a distance of the preliminary deceleration section of the initial solution based on the preliminary deceleration completion speed of the initial solution, the current traveling speed, and the initial deceleration of the preliminary deceleration section; determine whether the distance of the preliminary deceleration section of the initial solution is longer or shorter than the remaining distance from the current position of the vehicle to the preliminary deceleration completion point; and if determined to be shorter, set the preliminary deceleration completion speed of the initial solution as the preliminary deceleration completion speed; If it is determined that the distance is long, a recalculated preparatory deceleration completion speed is calculated based on the remaining distance to the preparatory deceleration completion point, the distance of the final deceleration section, the current traveling speed, and the deceleration point speed, and a deceleration rate for the recalculated preparatory deceleration section is calculated based on the recalculated preparatory deceleration completion speed, the current traveling speed, and the remaining distance to the preparatory deceleration completion point. It is determined whether the absolute value of the deceleration rate for the recalculated preparatory deceleration section is greater than or less than a predetermined upper limit value for the absolute value of the deceleration rate for the preparatory deceleration section, and if it is determined that the absolute value is smaller, the recalculated deceleration rate for the preparatory deceleration section is set as the preparatory deceleration completion speed. If it is determined that the deceleration is greater than the upper limit of the absolute value of the deceleration in the preliminary deceleration section, the vehicle control device calculates the preliminary deceleration completion speed after the third recalculation so that the absolute value of the deceleration in the preliminary deceleration section is less than or equal to the upper limit of the absolute value of the deceleration in the preliminary deceleration section, and sets the deceleration in the preliminary deceleration section after the third recalculation as the preliminary deceleration completion speed.

11. the preliminary deceleration setting unit calculates a deceleration of the final deceleration section after the third re-calculation based on the preliminary deceleration completion speed after the third re-calculation, the deceleration point speed, and the distance of the final deceleration section, determines whether the absolute value of the deceleration of the final deceleration section after the third re-calculation is greater or smaller than a preset upper limit value of the absolute value of the deceleration of the final deceleration section, and if it determines that the absolute value is greater, calculates a deceleration point speed after the third re-calculation so that the absolute value of the deceleration of the final deceleration section is equal to or smaller than the upper limit value of the absolute value of the deceleration of the final deceleration section; The vehicle control device according to claim 10 , wherein the deceleration point setting unit changes the deceleration point speed to the deceleration point speed after the third-third calculation.

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