Vehicle control device and control method

Abstract

To appropriately execute deceleration control for avoiding collision.SOLUTION: A vehicle control device includes: a tracking object vehicle setting part 100 for setting a first preceding vehicle VH1 to a tracing object vehicle which has a possibility of making a lane change, when a travel state of the first preceding vehicle VH1 traveling on an adjacent lane L1 and a travel state of a second preceding vehicle VH2 satisfy a predetermined condition; a deceleration control part 140 for executing first deceleration control when the first preceding vehicle VH1 is set to the tracking object vehicle; and a lane change information acquisition part 130 for acquiring lane change information including information indicating whether or not the first preceding vehicle VH1 starts the lane change during execution of the first deceleration control, through inter-vehicle communication, wherein the deceleration control part 140 finishes the first deceleration control when information indicating that the lane change information acquisition part 130 does not start the lane change is acquired, and continues the first deceleration control when information indicating not to start the lane change is not executed.SELECTED DRAWING: Figure 5

Description

Technical Field

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

Background Art

[0002] For example, Patent Document 1 predicts whether a preceding vehicle traveling in an adjacent lane in front of the host vehicle will cut into the host vehicle's lane based on the detection results of a millimeter-wave radar or a camera sensor capable of detecting an object existing in the front area of the host vehicle, and when it is predicted that the preceding vehicle will cut in, discloses a device that causes a collision determination condition to be satisfied at an early timing.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

[0004] A preceding vehicle traveling in an adjacent lane in front of the host vehicle is at the angle of view of a camera sensor or the like that captures the front area of the host vehicle. For this reason, in a millimeter-wave radar or a camera sensor, there are cases where a scene in which a preceding vehicle traveling in an adjacent lane suddenly changes lanes (cuts in) into the host vehicle's lane cannot be reliably detected. That is, in the device described in Patent Document 1, there is a problem that even if there is a preceding vehicle that has actually started to cut in, if the preceding vehicle cannot be detected, collision determination cannot be appropriately performed.

[0005] The technology of the present disclosure aims to be able to appropriately execute deceleration control for avoiding a collision by effectively obtaining a lane change of a preceding vehicle traveling in an adjacent lane.

[0006] The vehicle control device of the present disclosure is A tracking target vehicle setting unit sets the first preceding vehicle as a tracking target vehicle that may change lanes into the driving lane when the driving state of a first preceding vehicle traveling ahead of the vehicle in an adjacent lane adjacent to the driving lane in which the vehicle is traveling, and the driving state of a second preceding vehicle traveling ahead of the first preceding vehicle in the adjacent lane, satisfy predetermined conditions, When the tracking target vehicle setting unit sets the first preceding vehicle as the tracking target vehicle, the deceleration control unit executes a first deceleration control that decelerates the vehicle at a predetermined first deceleration rate, The vehicle includes a lane change information acquisition unit that, while the deceleration control unit is executing the first deceleration control, performs vehicle-to-vehicle communication between the vehicle and the first preceding vehicle and acquires lane change information, including information indicating whether or not the first preceding vehicle is starting to change lanes into the driving lane, through the vehicle-to-vehicle communication. The deceleration control unit, If the lane change information acquisition unit acquires information indicating that the first preceding vehicle will not begin changing lanes into the driving lane, the first deceleration control is terminated. If the lane change information acquisition unit does not acquire information indicating that the first preceding vehicle will not begin changing lanes into the driving lane, the first deceleration control is continued. [Brief explanation of the drawing]

[0007] [Figure 1] This is a schematic diagram showing the hardware configuration of the vehicle according to this embodiment. [Figure 2] This is a schematic diagram showing the software configuration of the control device according to this embodiment. [Figure 3] (A) is a conceptual diagram illustrating the process of setting the vehicle to be tracked. (B) is a flowchart illustrating the flow of the process of setting the vehicle to be tracked. [Figure 4] This is a flowchart explaining the process for determining whether a lane change is detected. [Figure 5] This is a flowchart illustrating the processing flow of the main control. [Modes for carrying out the invention]

[0008] The control device and control method of the vehicle according to this embodiment will be described below with reference to the drawings.

[0009] [Hardware configuration] Figure 1 is a schematic diagram showing the hardware configuration of vehicle VH according to this embodiment. Hereinafter, vehicle VH may be referred to as "the vehicle itself" when it is necessary to distinguish it from other vehicles. Also, hereafter, the lane in which vehicle VH is traveling will be referred to as the vehicle's lane, and the lane adjacent to and parallel to the vehicle's lane will be referred to as the adjacent lane. The adjacent lane may be on either the right or left side of the vehicle's lane.

[0010] Vehicle VH has an ECU (Electronic Control Unit) 10. The ECU 10 includes a CPU (Central Processing Unit) 11, ROM (Read Only Memory) 12, RAM (Random Access Memory) 13, and an interface device 14, etc. The CPU 11 is a processor that executes various programs stored in the ROM 12. The ROM 12 is a non-volatile memory that stores data necessary for the CPU 11 to execute various programs. The RAM 13 is a volatile memory that provides a work area that is expanded when various programs are executed by the CPU 11. The interface device 14 is a communication device for communicating with external devices.

[0011] The ECU10 is a central device that performs driver assistance control, such as collision prevention braking control, which will be described later. Driver assistance control is a concept that includes autonomous driving control. The ECU10 is connected to the drive unit 20, steering unit 21, braking unit 22, internal sensor unit 30, external sensor unit 40, communication unit 50, HMI (Human Machine Interface) 60, etc., in a communication manner.

[0012] The drive unit 20 generates a driving force that is transmitted to the drive wheels of the vehicle VH. Examples of the drive unit 20 include an electric motor and an engine. In this embodiment, the vehicle VH may be a hybrid electric vehicle (HEV), a plug-in hybrid electric vehicle (PHEV), a fuel cell electric vehicle (FCEV), a battery electric vehicle (BEV), or an engine-powered vehicle. The steering unit 21 applies steering force to the wheels of the vehicle VH. The braking unit 22 applies braking force to the wheels of the vehicle VH.

[0013] The internal sensor device 30 consists of sensors that detect the state of the vehicle's VH. Specifically, the internal sensor device 30 includes a vehicle speed sensor 31, an accelerator sensor 32, a brake sensor 33, a steering angle sensor 34, a steering torque sensor 35, and the like.

[0014] The vehicle speed sensor 31 detects the vehicle speed (hereinafter referred to as vehicle speed) of the vehicle VH. The accelerator sensor 32 detects the amount of accelerator pedal operation by the driver (not shown). The brake sensor 33 detects the amount of brake pedal operation by the driver (not shown). The steering angle sensor 34 detects the rotation angle of the steering wheel or steering shaft of the vehicle VH (not shown), i.e., the steering angle. The steering torque sensor 35 detects the rotation torque of the steering wheel or steering shaft, i.e., the steering torque. The internal sensor device 30 transmits the state of the vehicle VH detected by each sensor 31 to 35 to the ECU 10 at a predetermined interval.

[0015] The external sensor device 40 is a set of sensors that recognize object information relating to objects around the vehicle VH. Specifically, the external sensor device 40 includes a radar sensor 41, a camera sensor 42, and the like. Examples of object information include surrounding vehicles, pedestrians, traffic lights, road markings, signs, and fallen objects.

[0016] The radar sensor 41 detects targets present around the vehicle VH. The radar sensor 41 includes a millimeter-wave radar and / or a lidar. The millimeter-wave radar emits millimeter-wave radio waves (millimeter waves) and receives millimeter waves (reflected waves) reflected by targets within its radiation range. The millimeter-wave radar acquires the relative distance between the vehicle VH and the target, the relative velocity between the vehicle VH and the target, etc., based on the phase difference between the transmitted millimeter waves and the received reflected waves, the attenuation level of the reflected waves, and the time from the transmission of the millimeter waves to the reception of the reflected waves. The lidar sequentially scans pulsed laser light with a wavelength shorter than millimeter waves in multiple directions and receives the reflected light reflected by targets to acquire the shape of targets detected in front of the vehicle VH, the relative distance between the vehicle VH and the target, the relative velocity between the vehicle VH and the target, etc.

[0017] The camera sensor 42 captures images of the area around the vehicle VH and processes the captured image data to acquire target information around the vehicle VH. For example, a digital camera with an image sensor such as a CMOS or CCD can be used as the camera sensor 42. The target information includes the type of target detected around the vehicle VH, the relative distance between the vehicle VH and the target, and the relative speed between the vehicle VH and the target. The type of target can be recognized, for example, by machine learning such as pattern matching.

[0018] The external sensor device 40 repeatedly transmits acquired target information to the ECU 10 at predetermined intervals. The ECU 10 determines the relative relationship between the vehicle VH and the target by combining the relative relationship between the vehicle VH and the target obtained by the radar sensor 41 and the relative relationship between the vehicle VH and the target obtained by the camera sensor 42. The external sensor device 40 does not necessarily need to include both the radar sensor 41 and the camera sensor 42; for example, it may include only the radar sensor 41 or only the camera sensor 42.

[0019] The communication device 50 is, for example, a communication device that performs vehicle-to-vehicle communication (V2V communication) between the host vehicle VH and other vehicles. The communication device 50 can provide information of the host vehicle VH to other vehicles through vehicle-to-vehicle communication, and can further receive information from other vehicles. In the present embodiment, the information of the host vehicle VH includes, for example, approach information described later. The information from other vehicles includes a response to the approach information, a steering angle, a vehicle-to-vehicle distance, blinking of a direction indicator, and the like.

[0020] The HMI 60 is an interface for inputting and outputting information between the ECU 10 and the driver, and includes an input device and an output device. Examples of the input device include a touch panel, a switch, a voice pickup microphone, and the like. Examples of the output device include a display device 61, a speaker 62, and the like. The display device 61 is, for example, a center display installed on an instrument panel or the like, a multi-information display, a head-up display, a display of a navigation system, or the like. The speaker 62 is, for example, a speaker of an audio system or a navigation system.

[0021] [Software Configuration] FIG. 2 is a schematic diagram showing the software configuration of the ECU 10 according to the present embodiment. As shown in FIG. 2, the ECU 10 includes a target vehicle setting unit 100 for tracking, an approach information notification processing unit 110, an overtaking permission determination unit 120 (response information acquisition unit), a lane change determination unit 130 (lane change information acquisition unit), a collision prevention brake control unit 140 (deceleration control unit), and the like as functional elements. These functional elements 100 to 140 are realized by the CPU 11 of the ECU 10 reading out the program stored in the ROM 12 and executing it in the RAM 13. Note that all or part of the functional elements 100 to 140 can also be provided in another ECU separate from the ECU 10 or an information processing device of a facility (such as a management center) capable of communicating with the vehicle VH.

[0022] The tracking target vehicle setting unit 100 executes a tracking target vehicle setting process when it detects that there is another vehicle ahead of its own vehicle VH that shows signs (possibility) of changing lanes from an adjacent lane into its own lane (cut-in), and sets that other vehicle as the tracking target vehicle. The specific flow of the tracking target vehicle setting process will be explained below based on the conceptual diagram shown in Figure 3(A) and the flowchart shown in Figure 3(B).

[0023] The tracking target vehicle setting unit 100 first determines whether a first condition is met, as shown in Figure 3(A), where a first other vehicle VH1 (hereinafter referred to as the first preceding vehicle) is traveling in an adjacent lane L2 adjacent to the own lane L1 within a predetermined first distance D1 in front of the own vehicle VH (see step S100 in Figure 3(B)). The first distance D1 is not particularly limited, but for example, it may be about 20m. The first distance D1 may be a fixed value or a variable value depending on the vehicle speed. The distance from the own vehicle VH to the first preceding vehicle VH1 can be obtained based on the detection result of the external sensor device 40. If the target vehicle determination unit 100 does not meet the first condition, it determines that there is no tracking target vehicle (see step S150 in Figure 3(B)).

[0024] The tracking target vehicle setting unit 100 determines whether the second condition is met if the first condition is met, that is, if the first preceding vehicle VH1 exists (see step S110 in Figure 3(B)). Specifically, as the second condition, the tracking target vehicle setting unit 100 determines whether a second vehicle VH2 (hereinafter referred to as the second preceding vehicle) exists within a predetermined second distance D2 in front of the own vehicle VH, in front of the first preceding vehicle VH1, and traveling in the same adjacent lane L2 as the first preceding vehicle VH1. The second distance D2 is longer than the first distance D1 (D2 > D1). The second distance D2 is not particularly limited, but for example, it could be about 50m. The distance from the own vehicle VH to the second preceding vehicle VH2 can be obtained based on the detection result of the external sensor device 40. The tracking target vehicle setting unit 100 determines that there is no tracking target vehicle if the second condition is not met (see step S150 in Figure 3(B)).

[0025] The tracking vehicle setting unit 100 determines whether the third condition is met if the first and second conditions are met, that is, if a first preceding vehicle VH1 exists and a second preceding vehicle VH2 exists (see step S120 in Figure 3(B)). Specifically, as the third condition, the tracking vehicle setting unit 100 determines whether the vehicle speed V1 of the first preceding vehicle VH1 is faster than the vehicle speed V2 of the second preceding vehicle VH2 (V1>V2). Here, vehicle speeds V1 and V2 are speeds in the longitudinal direction relative to the ground (parallel to the vehicle's longitudinal direction), i.e., longitudinal speed relative to the ground. Vehicle speeds V1 and V2 can be obtained based on the detection results of the external sensor device 40. If the third condition is not met, the tracking vehicle setting unit 100 determines that there is no tracking vehicle (see step S150 in Figure 3(B)).

[0026] The tracking target vehicle setting unit 100 sets the first preceding vehicle VH1 as a tracking target vehicle that shows signs (possibility) of a cut-in if all three conditions (first, second, and third) are met, that is, if a first preceding vehicle VH1 exists, a second preceding vehicle VH2 exists, and the vehicle speed V1 of the first preceding vehicle VH1 is faster than the vehicle speed V2 of the second preceding vehicle VH2 (see step S130 in Figure 3(B)). When the tracking target vehicle setting unit 100 sets the first preceding vehicle VH1 as a tracking target vehicle, it transmits the result of this setting to the proximity information notification processing unit 110 and the collision prevention brake control unit 140, respectively.

[0027] When the tracking target vehicle setting unit 100 sets the first preceding vehicle VH1 as the tracking target vehicle, the approach information notification processing unit 110 executes an approach information notification process to notify the occupant of the first preceding vehicle VH1 (e.g., the driver) that its own vehicle VH is approaching from behind. Specifically, the approach information notification processing unit 110 transmits an instruction signal to the first preceding vehicle VH1 via the communication device 50 to display a pop-up message such as "Vehicle overtaking from behind in the adjacent lane" and a confirmation button (OK button) on the display device (center display, multi-information display, etc.) of the preceding vehicle VH1. In the first preceding vehicle VH1, if the occupant of the preceding vehicle VH1 touches the confirmation button displayed on the screen, that is, if it accepts the overtaking request from its own vehicle VH, it transmits an overtaking permission flag F to its own vehicle VH via V2V communication, turning F on (F=1). Furthermore, the approach information notification process is not limited to displaying it on the display device of the first preceding vehicle VH1, but may also be performed via voice through a speaker. If voice is used, whether or not the driver of the first preceding vehicle VH1 has authorized the overtaking can be obtained, for example, by a sound collector.

[0028] The overtaking permission determination unit 120 determines that the first preceding vehicle VH1 has permitted its own vehicle VH to overtake if it receives an on (F=1) overtaking permission flag F from the first preceding vehicle VH1 via V2V communication. On the other hand, if the overtaking permission determination unit 120 does not receive an on overtaking permission flag F even after a predetermined threshold time has elapsed since the display of the first preceding vehicle VH1 on its display device, it determines that the first preceding vehicle VH1 has not permitted its own vehicle VH to overtake. The overtaking permission determination unit 120 transmits the determination result to the lane change determination unit 130 and the collision prevention brake control unit 140, respectively.

[0029] The lane change determination unit 130 performs a lane change determination process to determine whether the first preceding vehicle VH1 will start changing lanes (cut-in) from an adjacent lane into the vehicle's own lane in front of its own vehicle VH, if the overtaking permission determination unit 120 has determined that it has not permitted overtaking, that is, if it has not received an on signal for the overtaking permission flag F. The specific flow of the lane change determination process will be explained below based on the flowchart shown in Figure 4.

[0030] The lane change determination unit 130 acquires information about the first preceding vehicle VH1 from the first preceding vehicle VH1 via V2V communication (see step S200). Here, the information about the first preceding vehicle VH1 includes at least the distance D between the first preceding vehicle VH1 and the second preceding vehicle VH2, the flashing of the turn signals, the steering angle θ, and the steering angular velocity ω.

[0031] Next, the lane change determination unit 130 determines whether the distance D between the first preceding vehicle VH1 and the second preceding vehicle VH2 is less than or equal to a predetermined threshold distance D3 (see step S210). The threshold distance D3 is not particularly limited, but for example, it may be about 10m. If the distance D between vehicles is not less than or equal to the threshold distance D3 (step S210: No), the lane change determination unit 130 terminates the lane change determination process.

[0032] The lane change determination unit 130 determines whether the turn signal on the side of the vehicle's own lane is flashing among the left and right turn signals of the first preceding vehicle VH1 if the distance between vehicles D is less than or equal to the threshold distance D3 (step S210: Yes) (see step S220). If the lane change determination unit 130 determines whether all of the following steering conditions (1) to (3) are met (see step S230). Steering condition (1): The steering wheel is turned in the direction of the current lane. Steering condition (2): The steering angle θ is greater than or equal to a predetermined first threshold steering angle θ1 (θ≧θ1). Steering condition (3): The steering angular velocity ω is greater than or equal to a predetermined first threshold steering angular velocity ω1 (ω≧ω1).

[0033] The lane change determination unit 130 determines that the first preceding vehicle VH1 has started to change lanes (cut in) from an adjacent lane towards its own lane if all steering conditions (1) to (3) are met (step S230: Yes) (see step S240). On the other hand, if any of the steering conditions (1) to (3) are not met (step S230: No), the lane change determination unit 130 terminates the lane change determination process.

[0034] The lane change determination unit 130 determines whether all of the following steering conditions (4) to (6) are met if the turn signal on the vehicle's own lane is not flashing (step S220: No) (see step S250 in Figure 4). Steering condition (4): The steering wheel is turned in the direction of the current lane. Steering condition (5): The steering angle θ is greater than or equal to a predetermined second threshold steering angle θ2 (θ≧θ2). Steering condition (6): The steering angular velocity ω is greater than or equal to a predetermined second threshold steering angular velocity ω2 (ω≧ω2). However, the second threshold steering angle θ2 is greater than the first threshold steering angle θ1 (θ2 > θ1), and the second threshold steering angular velocity ω2 is greater than the first threshold steering angular velocity ω1 (ω2 > ω1).

[0035] The lane change determination unit 130 determines that the first preceding vehicle VH1 has started to change lanes (cut in) from an adjacent lane towards its own lane if all steering conditions (4) to (6) are met (step S250: Yes) (see step S260). On the other hand, if any of the steering conditions (4) to (6) are not met (step S250: No), the lane change determination unit 130 terminates the lane change determination process.

[0036] In this embodiment, by effectively utilizing the information of the first preceding vehicle VH1 transmitted via V2V communication and determining whether the preceding vehicle VH1 has started cutting in from an adjacent lane towards the vehicle's own lane, it becomes possible to effectively acquire the start of the first preceding vehicle VH1's cut-in with higher accuracy and without delay compared to using the detection results of the radar sensor 41 or the camera sensor 42. When the lane change determination unit 130 determines that the first preceding vehicle VH1 has started changing lanes from an adjacent lane towards the vehicle's own lane, it transmits the determination result to the collision prevention brake control unit 140.

[0037] When the tracking target vehicle setting unit 100 sets the first preceding vehicle VH1 as the tracking target vehicle, the collision prevention brake control unit 140 activates the braking device 22 and performs gentle brake control (first deceleration control) to gradually decelerate the own vehicle VH at a predetermined first deceleration De1. The first deceleration De1 is not particularly limited, but it is preferably a gentle deceleration that does not cause discomfort to the occupants of the own vehicle VH. In this way, when the first preceding vehicle VH1 is set as the tracking target vehicle that may change lanes (cut in), performing gentle brake control makes it possible to effectively reduce the risk of collision between the own vehicle VH and the first preceding vehicle VH1.

[0038] Furthermore, if the collision prevention brake control unit 140 receives an on-of-the-spot (F=1) status for the overtaking permission flag F from the first preceding vehicle VH1 while performing gentle braking control, the unit 120 terminates the gentle braking control being performed. This allows the driver of the vehicle VH to overtake without feeling anxious.

[0039] On the other hand, if the collision prevention brake control unit 140, while performing gentle braking control, does not receive an on (F=1) signal for the overtaking permission flag F from the first preceding vehicle VH1, and the lane change determination unit 130 determines that a lane change has begun, it activates the braking device 22 and performs strong braking control (second deceleration control) to decelerate the own vehicle VH at a predetermined second deceleration De2 that is greater than the first deceleration De1. The second deceleration De2 is not particularly limited, but it is preferable that it is a deceleration that does not cause the own vehicle VH to be rear-ended by a following vehicle. In this way, if the driver of the first preceding vehicle VH1 does not permit the own vehicle VH to overtake, and the first preceding vehicle VH begins to change lanes into the own lane, it is possible to effectively prevent a collision between the own vehicle VH and the first preceding vehicle VH1 by performing strong braking control to decelerate the own vehicle VH.

[0040] The collision prevention brake control unit 140 terminates the strong braking control after it has finished executing it, if a predetermined termination condition is met. Examples of termination conditions include when the driver of the vehicle VH overrides the brakes by pressing the brake pedal, or when the distance between the vehicle VH and the first preceding vehicle VH1 becomes longer than the aforementioned first distance D1 (i.e., when the first preceding vehicle VH1 is no longer the vehicle being pursued).

[0041] Next, the main control process flow by the CPU 11 of the ECU 10 will be explained based on Figure 5. This routine is started, for example, when the vehicle VH starts moving.

[0042] In step S300, the ECU10 determines whether there is a first preceding vehicle VH1 that shows signs (possibility) of changing lanes from an adjacent lane to its own lane. If there is a first preceding vehicle VH1 that shows signs of changing lanes (Yes), the ECU10 proceeds to step S310. On the other hand, if there is no first preceding vehicle VH1 that shows signs of changing lanes (No), the ECU10 returns to this routine.

[0043] In step S310, the ECU 10 sets the first preceding vehicle VH1 as the vehicle to be tracked. Next, in step S320, the ECU 10 performs approach information notification processing to notify the first preceding vehicle VH1 via V2V communication that its own vehicle VH is approaching from behind, and also performs gentle braking control to gradually decelerate its own vehicle VH at a first deceleration De1.

[0044] In step S330, the ECU 10 determines whether it has received an on signal (F=1) for the overtaking permission flag F from the first preceding vehicle VH1 via V2V communication. If it receives an on signal for the overtaking permission flag F (Yes), the ECU 10 proceeds to step S340, terminates the gentle braking control, and returns to this routine. On the other hand, if it does not receive an on signal for the overtaking permission flag F (No), the ECU 10 proceeds to step S350, that is, continues the gentle braking control.

[0045] In step S350, the ECU 10 determines whether the first preceding vehicle VH1 has started to change lanes (cut in) from an adjacent lane to its own lane, based on information about the first preceding vehicle VH1 obtained from the first preceding vehicle VH1 via V2V communication. If it determines that the first preceding vehicle VH1 has started to change lanes (Yes), the ECU 10 proceeds to the process in step S360. On the other hand, if it does not determine that the first preceding vehicle VH1 has started to change lanes (No), the ECU 10 proceeds to the process in step S340, terminates the gentle braking control, and returns to this routine.

[0046] In step S360, the ECU 10 performs strong braking control to decelerate its own vehicle VH at a second deceleration De2 that is greater than the first deceleration De1. Next, in step S370, the ECU 10 determines whether the termination condition for strong braking control is met. If the termination condition is not met (No), the ECU 10 returns to the process of step S360 and continues strong braking control. On the other hand, if the termination condition is met (Yes), the ECU 10 proceeds to the process of step S380, terminates strong braking control, and returns to this routine.

[0047] Although the vehicle control device and control method according to this embodiment have been described above, this disclosure is not limited to the above embodiments, and various modifications are possible without departing from the purpose of this disclosure.

[0048] For example, in the above embodiment, it was explained that when the overtaking permission flag F is turned ON via V2V communication from the first preceding vehicle VH1 (see Yes in step S330 of Figure 5), strong braking control is not performed. However, even when the overtaking permission flag F is turned ON, the system may be configured to perform strong braking control if it is determined that the first preceding vehicle VH1 has started to change lanes. Furthermore, the braking force for gentle braking control and strong braking control is not limited to the operation of the braking device 22, and it is also possible to use regenerative braking of the electric motor, etc.

Claims

1. A tracking target vehicle setting unit sets the first preceding vehicle as a tracking target vehicle that may change lanes into the driving lane when the driving state of a first preceding vehicle traveling ahead of the vehicle in an adjacent lane adjacent to the driving lane in which the vehicle is traveling satisfies predetermined conditions, and the driving state of a second preceding vehicle traveling ahead of the first preceding vehicle in the adjacent lane. When the tracking target vehicle setting unit sets the first preceding vehicle as the tracking target vehicle, the deceleration control unit executes a first deceleration control that decelerates the vehicle at a predetermined first deceleration rate, The vehicle includes a lane change information acquisition unit that, while the deceleration control unit is executing the first deceleration control, performs vehicle-to-vehicle communication between the vehicle and the first preceding vehicle and acquires lane change information, including information indicating whether or not the first preceding vehicle is starting to change lanes into the driving lane, through the vehicle-to-vehicle communication. The deceleration control unit, If the lane change information acquisition unit acquires information indicating that the first preceding vehicle will not begin changing lanes into the driving lane, the first deceleration control is terminated. If the lane change information acquisition unit does not acquire information indicating that the first preceding vehicle will not begin changing lanes into the driving lane, the first deceleration control is continued. Vehicle control system.

2. A vehicle control device according to claim 1, The deceleration control unit, When the lane change information acquisition unit acquires information indicating that the first preceding vehicle has begun to change lanes into the driving lane, it executes a second deceleration control to decelerate the vehicle at a predetermined second deceleration greater than the first deceleration. Vehicle control system.

3. A vehicle control device according to claim 1 or 2, When the tracking target vehicle setting unit sets the first preceding vehicle as the tracking target vehicle, the approach information notification processing unit performs an approach information notification process via the vehicle-to-vehicle communication to notify the occupants of the first preceding vehicle of approach information indicating that the vehicle is approaching from behind, The system further includes a response information acquisition unit that acquires response information indicating that the occupant of the first preceding vehicle has confirmed the approach information, via the vehicle-to-vehicle communication, The deceleration control unit, If the response information acquisition unit acquires the response information during the execution of the first deceleration control, the first deceleration control is terminated. Vehicle control system.

4. A method for controlling a vehicle by computer, When the driving state of a first preceding vehicle traveling ahead of the vehicle in the adjacent lane adjacent to the lane in which the vehicle is currently traveling, and the driving state of a second preceding vehicle traveling ahead of the first preceding vehicle in the adjacent lane, both meet predetermined conditions, the first preceding vehicle is set as a target vehicle that may change lanes into the lane in question. When the first preceding vehicle is set as the vehicle to be tracked, a first deceleration control is executed to decelerate the vehicle at a predetermined first deceleration rate. During the execution of the first deceleration control, vehicle-to-vehicle communication is performed between the vehicle and the first preceding vehicle, and lane change information, including information indicating whether or not the first preceding vehicle will begin changing lanes into the driving lane, is obtained through the vehicle-to-vehicle communication. If the lane change information obtained indicates that the first preceding vehicle will not begin changing lanes into the driving lane, the first deceleration control is terminated. If the lane change information obtained does not indicate that the first preceding vehicle will not begin changing lanes into the driving lane, the first deceleration control is continued. A method for controlling a vehicle.

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