JP6743406B2 - Travel control device and travel control method - Google Patents

Description

The present disclosure relates to a traveling control device and a traveling control method that control traveling of a vehicle.

2. Description of the Related Art Conventionally, there is a technique for controlling automatic traveling of a vehicle in accordance with the state of the traffic light (blue traffic light, red traffic light, etc.) when the vehicle passes the traffic light at a front intersection or the like (see, for example, Patent Document 1). The technique described in Patent Document 1 (hereinafter, referred to as “conventional technique”) performs traveling control according to the timing at which the state of a traffic light switches. As a result, the conventional technique can suppress the braking loss due to the sudden braking immediately before the traffic signal and realize the traveling control with excellent fuel economy.

International Publication No. 2011/074096

However, in the related art, when the timing at which the state of the traffic signal is switched cannot be specified, the traveling control of the vehicle at the time of passing the traffic signal cannot be appropriately performed.

An object of the present disclosure is to provide a traveling control device and a traveling control method that can realize traveling control with suppressed brake loss and excellent fuel economy even when the timing at which the state of a traffic light switches cannot be specified.

A travel control device according to an aspect of the present disclosure is a travel control device that controls automatic travel of a vehicle, and includes the number of times the vehicle and/or another vehicle has passed a traffic signal, and the vehicle and/or another The number of times the vehicle has stopped according to the signal state of the traffic signal, an acquisition unit that acquires the current signal state of a predetermined traffic signal in front of the vehicle among the traffic signals, the number of passages of only the predetermined traffic signal and the A vehicle stop probability calculation unit that calculates a vehicle stop probability that is a probability that the vehicle is stopped by the signal state of the predetermined traffic signal using the number of vehicle stops, and the vehicle reaches the predetermined traffic signal according to the vehicle stop probability. The determination unit that switches the travel control method until the time, and the traveling of the vehicle according to the travel control method that is switched by the determination unit until the current signal state of the predetermined traffic signal is acquired by the acquisition unit. controls, after the current signal state of the predetermined signal unit is acquired by the acquisition unit may have a, a travel control section for controlling the traveling of the vehicle on the basis of said current signal state, the determination unit Selects a first traveling control method including decelerating traveling by inertia traveling and accelerating traveling after the decelerating traveling when the vehicle stopping probability is equal to or higher than a first threshold, and the vehicle stopping probability is the first threshold. When it is less than, the second traveling control method that maintains the current traveling speed of the vehicle is selected, and when the traveling control unit controls traveling according to the first traveling control method, the higher the vehicle stop probability is, The deceleration amount by the inertia traveling from the current traveling speed is determined so that the deceleration amount becomes large .

A travel control method according to an aspect of the present disclosure is a travel control method for controlling automatic travel of a vehicle, including the number of times the vehicle and/or another vehicle has passed a traffic signal, and the number of times the vehicle and/or another vehicle pass. The step of acquiring the number of times the vehicle has stopped at the traffic light, and the number of stops and the number of times of stopping of only a predetermined traffic light in front of the vehicle among the traffic lights, and the vehicle using the signal of the predetermined traffic light A step of calculating a vehicle stop probability that is a probability of being stopped depending on a state, a step of switching a traveling control method until the vehicle reaches the predetermined traffic signal according to the vehicle stop probability, and a step of switching the predetermined traffic signal. Until the current signal state is acquired, the traveling of the vehicle is controlled according to the switched traveling control method , and after the current signal state of the predetermined traffic signal is acquired, based on the current signal state. have a, and controlling the travel of the vehicle Te, step of switching the traveling control method, when the stop probability is equal to or larger than the first threshold value, the deceleration by coasting, the acceleration running after the deceleration And a second traveling control method that maintains the current traveling speed of the vehicle is selected when the vehicle stop probability is less than the first threshold value, the traveling of the vehicle is selected. In the case of controlling the traveling according to the first traveling control method, the step of controlling the vehicle speed is determined by the inertia traveling from the current traveling speed so that the deceleration amount increases as the vehicle stop probability increases. To do.

According to the present disclosure, even when the timing at which the state of the traffic signal is switched cannot be specified, it is possible to realize the traveling control that suppresses the brake loss and has excellent fuel economy.

Block diagram showing an example of the configuration of a vehicle in an embodiment of the present disclosure The figure which shows an example of a structure of the traveling control apparatus which concerns on one embodiment of this indication. The flowchart which shows an example of operation|movement of the traveling control apparatus in one embodiment of this indication. The figure which shows the operation example of the traveling control apparatus in one embodiment of this indication.

Hereinafter, an embodiment of the present disclosure will be described in detail with reference to the drawings.

<Vehicle configuration>
First, a configuration of a vehicle including a travel control device according to an embodiment of the present disclosure will be described.

FIG. 1 is a block diagram showing an example of the configuration of a vehicle including the travel control device according to the present embodiment. It should be noted that here, the drawing and description will be made focusing on the portion related to the travel control device.

The vehicle 1 shown in FIG. 1 is, for example, a large vehicle such as a truck equipped with an inline 6-cylinder diesel engine.

As shown in FIG. 1, the vehicle 1 includes a drive system for driving the vehicle, including an engine 3, a clutch 4, a transmission (transmission) 5, a propulsion shaft (propeller shaft) 6, and a differential device (differential gear) 7. , A drive shaft (drive shaft) 8 and wheels 9.

The power of the engine 3 is transmitted to the transmission 5 via the clutch 4, and the power transmitted to the transmission 5 is further transmitted to the wheels 9 via the propulsion shaft 6, the differential device 7, and the drive shaft 8. Transmitted. As a result, the power of the engine 3 is transmitted to the wheels 9 and the vehicle 1 runs.

The vehicle 1 also includes a braking device 40 as a configuration of a braking system that stops the vehicle. The braking device 40 includes a foot brake 41 that applies a resistance force to the wheels 9, a retarder 42 that applies a resistance force to the propulsion shaft 6, and an auxiliary brake 43 such as an exhaust brake that applies a load to the engine.

Further, the vehicle 1 has a traveling control system 2 as a configuration of a control system that controls traveling of the vehicle 1. The traveling control system 2 is a system that controls the traveling of the vehicle 1 by controlling the output of the engine 3, the engagement/disengagement of the clutch 4, and the shift of the transmission 5, and includes a plurality of control devices.

Specifically, the travel control system 2 includes an engine ECU (engine control device) 10, a power transmission ECU (power transmission control device) 11, a road information acquisition device 20, a vehicle information acquisition device 30, and a travel control. It has a device 100. The engine ECU 10, the power transmission ECU 11, and the travel control device 100 are connected to each other by an in-vehicle network, and can transmit and receive necessary data and control signals to and from each other.

The engine ECU 10 controls the output of the engine 3. The power transmission ECU 11 controls connection/disconnection of the clutch 4 and shift of the transmission 5.

The road information acquisition device 20 acquires road information indicating the road condition and the current position of the vehicle 1, and outputs the road information to the travel control device 100. For example, the road information acquisition device 20 is a satellite positioning system (GPS) receiver, a surrounding sensor that detects a distance or a vehicle speed difference from a traveling vehicle such as a preceding vehicle or a parallel traveling vehicle, or the front of the vehicle 1. It may include a camera for recognizing the traffic light installed in the.

The vehicle information acquisition device 30 acquires vehicle information indicating the driver's operation content and the state of the vehicle 1, and outputs the vehicle information to the travel control device 100. For example, the vehicle information acquisition device 30 includes an accelerator sensor 31 that detects the amount of depression of the accelerator pedal, a brake switch 32 that detects whether the brake pedal is depressed, a shift lever 33, a turn signal switch 34, and the vehicle speed V of the vehicle 1. The vehicle speed sensor 35 for detecting

The traveling control device 100 controls the engine ECU 10, the power transmission ECU 11 of the engine 3, and the braking device 40 to control the traveling of the vehicle 1.

The travel control device 100 also realizes automatic travel control. For example, the traveling control device 100 performs constant-speed traveling control and follow-up traveling control in the vehicle 1. The constant-speed traveling control means that the drive system and the braking system of the vehicle 1 are set so that the traveling speed of the vehicle 1 (hereinafter referred to as “vehicle speed”) approaches a predetermined target value when the preceding vehicle does not exist in the predetermined range. It is a control to operate. Further, the follow-up traveling control is a drive system and braking of the vehicle 1 so that the inter-vehicle distance falls within a predetermined target range and the relative speed approaches zero when a preceding vehicle exists within a predetermined range. This is the control for operating the system.

In addition, in particular, the traveling control device 100 has stopped for each traffic signal that the vehicle 1 passes through depending on the number of times the vehicle 1 has passed the traffic signal (passing frequency) and the vehicle 1 depending on the signal state of the traffic signal. The number of times (the number of stops) is acquired, and the ratio of the number of stops to the number of passages is calculated as a stopping probability which is the probability that the vehicle 1 is stopped by the signal state of the traffic signal. Then, the traveling control device 100, for example, when performing the constant-speed traveling control or the follow-up traveling control described above, when the vehicle 1 passes a traffic signal in front, according to the probability of the vehicle 1 stopping at the traffic signal. , The traveling control method until the vehicle 1 reaches the traffic light is switched. At this time, the traveling control method selected by the traveling control device 100 includes deceleration traveling control in addition to the above-described constant speed traveling control and follow-up traveling control.

The deceleration traveling control is a traveling control method including an operation of controlling the drive system and the braking system of the vehicle 1 so as to decelerate the vehicle 1 from the current vehicle speed to a predetermined speed. That is, in the deceleration traveling control, the target value of the vehicle speed (or the deceleration amount with respect to the current vehicle speed) lower than the target value of the vehicle speed in the automatic traveling control (constant speed traveling control or follow-up traveling control) currently performed by the traveling control device 100. ) Is set.

As an example of traveling in the deceleration traveling control, a coasting state in which the clutch 4 is disengaged in a neutral state or an engine braking state in the maximum gear stage (also referred to as preliminary coasting), and a state in which the clutch 4 is engaged There is a traveling (pulse and glide traveling; traveling by the first deceleration method) in which the driving traveling is repeatedly performed. That is, in the deceleration traveling control, the vehicle 1 travels in accordance with a traveling pattern in which a section in which the coasting is performed and a section in which the drive traveling is performed are set as one set.

Details of the deceleration travel control in the travel control device 100 will be described later.

<Details of travel control device>
Next, details of the travel control device 100 will be described.

The traveling control device 100 travels until the vehicle 1 reaches the traffic light according to the vehicle stop probability calculated using the number of times the vehicle 1 has passed the traffic light and the number of times the vehicle 1 has stopped at the traffic light. The control method is switched, and the traveling of the vehicle 1 is controlled according to the switched traveling control method. Here, the vehicle stop probability is the probability that the vehicle 1 will be stopped by the signal state of the traffic signal.

FIG. 2 is a diagram showing an example of the configuration of the travel control device 100. Note that, here, in the configuration of the travel control device 100, only the portion related to travel control until the vehicle 1 reaches the traffic signal will be illustrated and described.

In FIG. 2, the travel control device 100 includes an information storage unit 110, a vehicle stop probability calculation unit 120, a determination unit 130, and a travel control unit 140.

The information storage unit 110 acquires various kinds of information required for the vehicle stop probability calculation unit 120 and the travel control unit 140 to perform processing from, for example, the road information acquisition device 20 or the vehicle information acquisition device 30. The information storage unit 110 stores the acquired information. More specifically, the information storage unit 110 stops at least for each traffic signal depending on the number of times the vehicle 1 has passed the traffic signal (passing frequency), and the vehicle 1 depending on the signal state of the traffic signal (red signal). The traffic light information indicating the number of times (the number of stops), the traffic light position information indicating the position of the traffic light, and the vehicle position information indicating the current position of the vehicle 1 are stored. The traffic signal information is output to the vehicle stop probability calculation unit 120.

The traffic signal information may be acquired from the external server device (not shown) by the road information acquisition device 20 and stored in the information storage unit 110, for example.

The vehicle stop probability calculation unit 120 calculates the vehicle stop probability of the vehicle 1 at the traffic light, based on the traffic signal information (the number of passages and the number of vehicle stops) input from the information storage unit 110. For example, the vehicle stop probability calculation unit 120 calculates, as the vehicle stop probability, the ratio of the number of vehicle stops to the number of passages indicated by the traffic light information. That is, the greater the number of stops, the higher the probability of stopping. The vehicle stop probability calculation unit 120 outputs the calculated vehicle stop probability to the determination unit 130.

The determination unit 130 switches (selects) the traveling control method until the vehicle 1 reaches the traffic signal installed in front of the vehicle 1 according to the vehicle stop probability input from the vehicle stop probability calculation unit 120. Specifically, when the vehicle stopping probability is equal to or higher than a predetermined threshold value (that is, when the probability that the vehicle 1 is stopped by a traffic light is high), the determination unit 130 selects the deceleration traveling control, and the vehicle stopping probability is the predetermined threshold value. When it is less than (that is, when the probability that the vehicle 1 is stopped by the traffic light is low), for example, the traveling control method currently used (for example, constant speed traveling control or following traveling control) is selected. The determination unit 130 outputs information about the selected travel control method to the travel control unit 140.

The traveling control unit 140 controls the engine ECU 10, the power transmission ECU 11, and the braking device 40 to control the traveling of the vehicle 1. Specifically, the traveling control unit 140 controls the fuel injection amount in the engine 3 and the braking force with respect to the drive system in accordance with the driver's accelerator operation, brake operation, and the like. Further, the traveling control unit 140 controls the traveling of the vehicle 1 according to the traveling control method input from the determination unit 130.

When the deceleration traveling control is performed, the traveling control unit 140 decelerates from the current vehicle speed (represented as V[kph]) (x[kph]) due to coasting in the deceleration traveling control according to the vehicle stop probability. May be determined). For example, the traveling control unit 140 may set a larger deceleration amount x as the vehicle stop probability is higher. As a result, the vehicle 1 coasts until the vehicle speed becomes (Vx) [kph]. Therefore, when the vehicle stop probability is high, the vehicle speed of the vehicle 1 is reduced and the fuel consumption can be improved by coasting.

In addition, when the travel control unit 140 acquires information indicating the actual signal status (red signal, blue signal) of the traffic light from the road information acquisition device 20 using a camera (not shown) or the like, the vehicle control unit 140 determines whether the vehicle is in accordance with the signal status of the traffic light. One drive system and one braking system may be controlled. For example, when the traffic light is a green light, the travel control unit 140 performs acceleration travel to accelerate to a predetermined vehicle speed, and when the traffic light is a red traffic light, the travel control unit 140 performs deceleration travel so that the vehicle 1 stops at a predetermined stop position of the traffic light. .. Further, when the traveling control unit 140 acquires the information indicating the signal state of the actual traffic signal while performing the deceleration traveling control based on the vehicle stop probability, the traveling control unit 140 cancels the deceleration traveling control and outputs the signal of the actual traffic signal. The traveling control based on the state is started.

Further, the traveling control unit 140 determines whether or not the vehicle 1 has passed the traffic signal using the vehicle position information and the traffic signal position information, and also determines whether or not the vehicle 1 has stopped at the traffic signal. Then, the traveling control unit 140 updates the traffic signal information indicating the number of times the vehicle 1 has passed and stopped with respect to the target traffic signal based on the determination result, and outputs the updated traffic signal information to the information storage unit 110. That is, the traffic signal information (the number of passages and the number of stops) stored in the information storage unit 110 is updated every time the vehicle 1 passes each traffic signal.

Since the traveling control device 100 having such a configuration performs automatic traveling control according to the probability of the vehicle 1 stopping at the traffic light calculated from the number of times the vehicle 1 stops at the traffic light, the timing at which the state of the traffic light switches. Even if it is not possible to specify, the brake loss can be suppressed and the traveling of the vehicle 1 having excellent fuel economy can be realized.

<Operation of travel control device>
Next, the operation of the traveling control device 100 described above will be described.

FIG. 3 is a flowchart showing an example of the operation of the travel control device 100. Here, among the operations of the travel control device 100, the operation related to the deceleration travel control until reaching the traffic signal will be focused and described. The traveling control device 100 starts the following operation, for example, while performing automatic traveling control (constant speed traveling control or follow-up traveling control).

In step (hereinafter, simply referred to as “ST”) 101, the vehicle stop probability calculating unit 120 determines from the information storage unit 110 that a traffic signal exists in the traveling direction from the current position of the vehicle 1 (that is, a traffic signal that the vehicle 1 will pass through). The traffic signal information (the number of times the vehicle 1 has passed and the number of stops) corresponding to is acquired. Then, the information storage unit 110 stores the acquired traffic signal information. The information storage unit 110 stores traffic signal information corresponding to each traffic signal installed on the road.

In ST102, the vehicle stop probability calculation unit 120 calculates the vehicle stop probability, which is the ratio of the number of vehicle stops to the number of passages indicated in the traffic signal information acquired in ST101.

In ST103, the determination unit 130 determines whether the vehicle stop probability is equal to or higher than a predetermined threshold.

When the vehicle stop probability is less than the predetermined threshold value (ST103: NO), in ST104, the determination unit 130 selects, for example, the currently used traveling control method (for example, constant speed traveling control or following traveling control), The traveling of the vehicle 1 at the current vehicle speed is continued.

In ST105, the traveling control unit 140 determines whether or not the actual signal state of the traffic signal is recognized by the camera or the like. When the actual signal state of the traffic signal is not recognized (ST105: NO), the traveling control unit 140 continues the traveling control of ST104. On the other hand, when the actual signal state of the traffic signal is recognized (ST105: YES), the traveling control unit 140 performs the process of ST108 (described later).

On the other hand, when the vehicle stop probability is equal to or higher than the predetermined threshold value (ST103: YES), in ST106, the determination unit 130 selects the deceleration traveling control, and the traveling control unit 140 controls the traveling according to the deceleration traveling control.

In ST107, traveling control section 140 determines whether or not the actual signal state of the traffic signal has been recognized by the camera or the like. When the actual signal state of the traffic signal is not recognized (ST107: NO), the traveling control unit 140 continues the deceleration traveling control of ST106. On the other hand, when the actual signal state of the traffic light is recognized (ST107: YES), the traveling control unit 140 performs the process of ST108.

In ST108, the traveling control unit 140 cancels the traveling control in ST104 or ST106 and performs traveling control based on the recognition result of the actual signal state of the traffic signal. In ST105, ST107, and ST108 shown in FIG. 3, the traveling control unit 140 detects the operation of the driver instead of the actual recognition result of the signal state of the traffic signal, and performs traveling control based on the detection result. May be.

In ST109, when the vehicle 1 passes the traffic signal, the traveling control device 100 determines whether or not the vehicle 1 has stopped this time at the traffic signal, and based on the determination result, the number of passages and the number of stoppages included in the traffic signal information. Is updated and output to the information storage unit 110.

Next, FIG. 4 is a diagram showing an operation example of travel control in the travel control unit 140. In FIG. 4, the horizontal axis represents the position of the vehicle 1 up to the traffic light (point 4), and the vertical axis represents the vehicle speed of the vehicle 1. FIG. 4 shows operation examples 1 and 2 of traveling control for the vehicle 1.

In FIG. 4, it is assumed that the vehicle 1 is traveling toward a point 4 where a traffic signal is installed.

In addition, before the vehicle 1 reaches the point 1, the vehicle stop probability calculation unit 120 calculates the vehicle stop probability at the traffic signal at the point 4 using the traffic signal information, and the determination unit 130 calculates the calculated vehicle stop probability. Is greater than or equal to a first threshold value (for example, 0.5), and it is determined to perform deceleration traveling control. In addition, the traveling control unit 140 sets the deceleration start position such that the vehicle 1 stops at the point 4 by the deceleration by the deceleration traveling control, and the vehicle 1 stops at the point 4 by the deceleration by the coasting from the current vehicle speed of the vehicle 1. The deceleration start position may be determined. In FIG. 4, the traveling control unit 140 determines the point 1 as the deceleration start position.

Next, the traveling control unit 140 determines the traveling pattern in the deceleration traveling control.

The traveling pattern of the operation example 1 shown in FIG. 4 is a traveling pattern including deceleration traveling by inertia traveling and acceleration traveling after inertia traveling. Specifically, the traveling pattern of the operation example 1 is a coasting (preliminary coasting) from the current vehicle speed V [kph] to a vehicle speed ((V−x) [kph]) lower by a predetermined speed (deceleration amount x [kph]). And a section b in which acceleration travel is performed up to a predetermined vehicle speed (for example, the original vehicle speed V, a cruise vehicle speed set by automatic control travel, or a speed defined by the Road Traffic Act) after the section a. Is a traveling pattern with one set.

The traveling pattern of the operation example 2 shown in FIG. 4 is a traveling pattern including deceleration traveling by inertia traveling and deceleration traveling performed by controlling the drive system of the vehicle 1 after the deceleration traveling. Specifically, the traveling pattern of the operation example 2 is a section a in which the coasting (preliminary coasting) is performed from the current vehicle speed V [kph] to a vehicle speed ((V−x) [kph]) lower by a predetermined speed x [kph]. And a section b immediately after section a in which deceleration travel is performed by engine brake or exhaust brake (auxiliary brake 43) due to a shift other than the highest gear, and the set is a traveling pattern.

For example, the traveling control unit 140 may determine the traveling pattern according to the vehicle stop probability. For example, when the vehicle stop probability is less than the second threshold value (>first threshold value, for example, 0.75), the traveling control unit 140 selects a traveling pattern with a small deceleration degree (for example, operation example 1). When the vehicle stop probability is equal to or higher than the second threshold value, a traveling pattern having a large degree of deceleration (for example, operation example 2) may be selected.

Although FIG. 4 shows only one set of travel patterns (section a and section b), the travel control unit 140 performs travel other than travel by deceleration travel control based on the vehicle stop probability (for example, driver's operation). (Or traveling by traveling control in ST108 of FIG. 3) is not interrupted, the traveling pattern is repeatedly executed until the vehicle 1 passes the point 4. That is, the vehicle 1 performs pulse-and-glide traveling using the traveling pattern controlled by the traveling control unit 140.

Next, at the point 3 shown in FIG. 4, the traveling control unit 140 recognizes the actual state signal state of the traffic light at the point 4. In this case, the traveling control unit 140 cancels the deceleration traveling control and starts traveling control according to the actual signal state of the recognized traffic signal.

In the operation example 1 shown in FIG. 4, the traveling control unit 140 recognizes that the traffic signal is a green signal at the point 3 while the deceleration traveling control is being performed. In this case, the traveling control unit 140 controls the vehicle 1 to travel from the point 3 by accelerating (or maintaining) the vehicle speed to a predetermined vehicle speed. As a result, the vehicle 1 passes the traffic signal at the point 4 at a predetermined vehicle speed.

Further, in the operation example 2 shown in FIG. 4, the traveling control unit 140 recognizes that the traffic signal is a red signal at the point 3 during deceleration traveling. In this case, the traveling control unit 140 performs deceleration traveling from the point 3 by, for example, the foot brake 41. As a result, the vehicle 1 stops at the stop position at the traffic light at the point 4.

In addition, in the operation example 1 shown in FIG. 4, when the traveling control unit 140 recognizes that the traffic light is a red signal at the point 3 (not shown), the traveling control unit 140 performs deceleration traveling from the point 3 by the foot brake 41, for example. The vehicle 1 may be stopped at the stop position of the traffic signal at the point 4. Similarly, in the operation example 2 illustrated in FIG. 4, when the traveling control unit 140 recognizes that the traffic light is a green signal at the point 3 (not shown), the traveling control unit 140 accelerates from the point 3 to a predetermined vehicle speed, and the vehicle 1 However, the traffic signal at the point 4 should be passed.

When the car 1 passes the traffic signal at the point 4, the traveling control unit 140 updates the traffic signal information (the number of passing times and the number of stops) for the traffic signal at the point 4. For example, in the case of the operation example 1 shown in FIG. 4, since the vehicle 1 is passing the traffic signal at the point 4 with a green signal, the traveling control unit 140 increments (+1) the number of times the traffic signal at the point 4 is passed while the vehicle stops. Do not increment the count. Further, for example, in the case of the operation example 2 shown in FIG. 4, since the vehicle 1 stops the traffic signal at the point 4 with a red traffic light, the traveling control unit 140 increments the number of passages of the traffic signal at the point 4 and stops. Increment the number of times.

By such an operation, the traveling control device 100 can realize traveling control according to the stop probability that dynamically changes according to the traveling history at the traffic light of the vehicle 1.

<Effects of the embodiment>
As described above, the traveling control device 100 according to the present embodiment includes the information storage unit 110 that acquires the number of times the vehicle 1 has passed the traffic signal and the number of times the vehicle 1 has stopped due to the signal state of the traffic signal. , The number of passages and the number of stops, a vehicle stop probability calculation unit 120 that calculates a vehicle stop probability that is a probability that the vehicle 1 is stopped by the signal state of the traffic light, and the vehicle 1 reaches the traffic light according to the vehicle stop probability. And a traveling control unit 140 that controls traveling of the vehicle 1 in accordance with the traveling control method switched by the determination unit 130.

For example, when the traveling control device 100 is performing the deceleration traveling control based on the vehicle stop probability at the traffic light, the vehicle 1 is decelerating more than before the deceleration traveling control. Therefore, the vehicle 1 actually outputs a red signal at the traffic light. It is possible to reduce the occurrence of sudden braking when the vehicle is stopped. Further, since the vehicle 1 has a section in which the vehicle 1 decelerates due to the coasting in the deceleration traveling control until it stops at the traffic light, the fuel consumption of the vehicle 1 can be improved. In other words, when the vehicle 1 stops at the red light, it is possible to improve fuel efficiency and prevent brake loss due to sudden braking.

Further, even when the traveling control device 100 is performing deceleration traveling control based on the vehicle stop probability at the traffic light, the vehicle 1 may pass the traffic light at a green light. However, in contrast to the case where the vehicle 1 travels while maintaining the original vehicle speed V without performing the deceleration traveling control, when the deceleration traveling control (for example, operation example 1 shown in FIG. 4) is performed, the vehicle 1 is The loss of time to pass the traffic light is small. On the other hand, when the traveling control device 100 performs the deceleration traveling control, the fuel consumption of the vehicle 1 can be improved by the coasting (pulse and glide traveling). That is, the vehicle 1 can pass the green light while improving fuel efficiency.

As described above, even when the actual signal state of the traffic signal is not specified, the travel control device 100 according to the present embodiment determines the fuel consumption and time of the vehicle 1 based on the stopping probability of the vehicle 1 at the traffic signal. It is possible to control traveling to the traffic signal while avoiding loss.

Furthermore, the traveling control device 100 according to the present embodiment suppresses the occurrence of sudden braking when the traffic light is actually a red signal and suppresses the brake loss by performing deceleration traveling based on the vehicle stop probability. it can.

Therefore, according to the present embodiment, even when the timing at which the state of the traffic signal is switched cannot be specified, it is possible to suppress the brake loss and realize the traveling control with excellent fuel economy.

Furthermore, the travel control device 100 according to the present embodiment updates the stop probability every time the vehicle 1 passes a traffic signal. That is, the traveling control device 100 can appropriately select the traveling control method when passing the traffic signal according to the past traveling history of the traffic signal of the vehicle 1.

<Modification of this Embodiment>
Note that a part of the configuration of the travel control device 100 described above may be physically separated from other parts of the configuration of the travel control device 100. In this case, those configurations need to include communication units for communicating with each other.

Further, the travel pattern used in the deceleration travel control based on the vehicle stop probability is limited to the travel pattern of operation example 1 (referred to as travel pattern 1) or the travel pattern of operation example 2 (referred to as travel pattern 2) illustrated in FIG. 4. It is not something that will be done. For example, the traveling control unit 140 performs coasting to decelerate to a predetermined speed (for example, (Vx) [kph]), and then travels while maintaining (Vx) [kph]. You may use (it calls the driving pattern 3). Further, the deceleration amount x in the traveling pattern 3 may be set according to the vehicle stop probability. For example, the traveling control device 100 uses the traveling pattern 1 when the vehicle stop probability is within a predetermined range (for example, 0.4 or more and less than 0.7), and when the vehicle stop probability is higher than the above range (for example, 0. 7 or more and less than 1), the traveling pattern 3 may be used. In addition, when the vehicle stop probability is 1.0 (when deceleration is unavoidable), the traveling control device 100 may perform traveling control for performing a predetermined deceleration.

Further, the traveling control device 100 may cancel the deceleration traveling control when the vehicle in front of the vehicle 1 accelerates, and may perform the following traveling control that follows the preceding vehicle.

Further, in the above-described embodiment, the traveling control device 100 determines that the vehicle stop probability is equal to or greater than the threshold and that the traffic flow around the vehicle 1 or the road environment can allow the vehicle 1 to decelerate (for example, in the case of two lanes on each side). ), deceleration running control may be performed. Alternatively, when the vehicle stop probability is equal to or higher than the threshold and the current vehicle speed of the vehicle 1 has a large fuel consumption effect by the deceleration traveling control (for example, 40 [kph] or more), the traveling control device 100 performs the deceleration traveling control. You can go.

Further, in the above-described embodiment, when there is a vehicle in front of the vehicle 1, the traveling control device 100 acquires information indicating the state of a traffic signal in front of the vehicle in front of the vehicle 1, and based on the acquired information. You may perform traveling control. As a result, the traveling control device 100 can acquire the information earlier than when the vehicle acquires the information indicating the state of the traffic light, and can accelerate the determination of the traveling control.

Further, in the above embodiment, the case where the traveling control device 100 includes the vehicle stop probability calculating unit 120 has been described, but the traveling control device 100 does not include the vehicle stop probability calculating unit 120 and the external server device calculates the vehicle stop probability. You may perform the process similar to the part 120. In this case, the travel control device 100 notifies the server device of information indicating that the vehicle 1 has passed the traffic signal and information indicating whether or not the vehicle 1 has stopped when the traffic signal passed. Then, the server device may calculate the vehicle stop probability at each traffic light and notify the travel control device 100 of the vehicle stop probability each time the traffic signal is updated.

Further, the travel control device 100 is not limited to the use of the number of passages/stops regarding the vehicle 1 on which the travel control device 100 is mounted, and the number of passages/stops calculated for the vehicle 1 and the number of stops calculated for other vehicles. The vehicle stop probability may be calculated using the number of passages/the number of vehicle stops, or the vehicle stop probability may be calculated using only the number of passages/the number of vehicle stops calculated for other vehicles.

Further, the information stored in the information storage unit 110 is not limited to the traffic signal information (the number of passages and the number of vehicle stops), and the vehicle stop probability may be stored. In this case, the traveling control device 100 outputs the updated traffic signal information to the vehicle stop probability calculation unit 120, and the vehicle stop probability calculation unit 120 calculates (updates) and updates the vehicle stop probability based on the updated traffic signal information. The vehicle stop probability may be stored in the information storage unit 110.

Although not shown, each function of the travel control device 100 described in the above-described embodiment includes, for example, a CPU (Central Processing Unit), a storage medium such as a ROM (Read Only Memory) storing a control program, and a RAM (Random). Each has a working memory such as an access memory) and a communication circuit. In this case, for example, the function of each of the above-described units that configure the traveling control device 100 is realized by the CPU executing the control program.

<Summary of the present disclosure>
The traveling control device of the present disclosure is a device that controls traveling of a vehicle, and includes the number of times the vehicle and/or another vehicle has passed a traffic signal and the signal state of the traffic signal of the vehicle and/or another vehicle. An acquisition unit that acquires the number of times the vehicle has stopped by using the number of times of passing and the number of times that the vehicle has stopped, a vehicle stop probability calculation unit that calculates a vehicle stop probability that is the probability that the vehicle is stopped by the signal state of the traffic signal, A determination unit that switches the traveling control method until the vehicle reaches the traffic signal according to the stopping probability, and a traveling control unit that controls traveling of the vehicle according to the traveling control method switched by the determination unit. With.

In the traveling control device, the vehicle stop probability may be updated every time the vehicle and/or another vehicle passes the traffic signal.

Further, in the above traveling control device, when the vehicle stop probability is equal to or higher than a first threshold, the determination unit selects a first traveling control method including deceleration traveling by inertia traveling and acceleration traveling after the deceleration traveling. However, when the vehicle stop probability is less than the first threshold value, a second traveling control method that maintains the current traveling speed of the vehicle may be selected.

Further, in the traveling control device, when the traveling control unit controls traveling according to the first traveling control method, a deceleration amount by the inertia traveling from the current traveling speed is calculated according to the vehicle stop probability. You may decide.

Further, in the above traveling control device, the determination unit further determines the first traveling control method when the vehicle stop probability is equal to or more than the first threshold value and less than a second threshold value that is greater than the first threshold value. If the vehicle stop probability is selected and the second threshold value is greater than or equal to the second threshold value, the third traveling control method including deceleration traveling by inertia traveling and traveling maintaining the vehicle speed after the deceleration traveling may be selected.

Further, in the above traveling control device, when the traveling control unit controls traveling according to the third traveling control method, a deceleration amount due to the inertia traveling from the current traveling speed is calculated according to the vehicle stop probability. You may decide.

Further, the traveling control method of the present disclosure is a method of controlling automatic traveling of a vehicle, including the number of times the vehicle and/or another vehicle has passed a traffic signal, and the number of times the vehicle and/or another vehicle passes the traffic signal. A step of obtaining the number of times the vehicle is stopped at, a step of calculating a vehicle stop probability that is a probability that the vehicle is stopped by the signal state of the traffic light, using the number of times of passing and the number of times of the vehicle stop; Accordingly, the method includes the steps of switching the traveling control method until the vehicle reaches the traffic signal, and controlling the traveling of the vehicle according to the switched traveling control method.

One aspect of the present disclosure is useful for a travel control device that uses a vehicle passage history at a traffic light.

1 Vehicle 2 Travel Control System 3 Engine 4 Clutch 5 Transmission 6 Propulsion Shaft 7 Differential Device 8 Drive Shaft 9 Wheel 10 Engine ECU
11 Power transmission ECU
20 Road Information Acquisition Device 30 Vehicle Information Acquisition Device 31 Accelerator Sensor 32 Brake Switch 33 Shift Lever 34 Turn Signal Switch 35 Vehicle Speed Sensor 40 Braking Device 41 Foot Brake 42 Retarder 43 Auxiliary Brake 100 Travel Control Device 110 Information Storage Unit 120 Stop Probability Calculation Unit 130 determination unit 140 traveling control unit

Claims (5)

A travel control device for controlling automatic travel of a vehicle, comprising:
The number of times the vehicle and/or another vehicle has passed a traffic signal, the number of times the vehicle and/or another vehicle has stopped depending on the signal state of the traffic signal, and a predetermined traffic signal in front of the vehicle among the traffic signals An acquisition unit that acquires the current signal state of
Using the number of times of passage and the number of stops of only the predetermined traffic signal , a vehicle stop probability calculation unit that calculates a vehicle stop probability that is the probability that the vehicle is stopped by the signal state of the predetermined traffic signal,
A determination unit that switches the traveling control method until the vehicle reaches the predetermined traffic signal, according to the vehicle stopping probability,
Until the current signal state of the predetermined traffic signal is acquired by the acquisition unit, the traveling of the vehicle is controlled according to the travel control method switched by the determination unit, and the current of the predetermined traffic signal is acquired by the acquisition unit. A travel control unit that controls the travel of the vehicle based on the current signal state after the signal state of
Equipped with,
When the vehicle stop probability is equal to or higher than a first threshold, the determination unit selects a first traveling control method that includes decelerating traveling by inertia traveling and accelerating traveling after the decelerating traveling, and the vehicle stopping probability is the first If less than the threshold value of 1, select a second driving control method for maintaining the current traveling speed of the vehicle,
When the traveling control unit controls traveling according to the first traveling control method, the traveling control unit determines a deceleration amount by the inertia traveling from the current traveling speed such that the deceleration amount increases as the vehicle stop probability increases. Drive control device. The stop probability is updated each time the vehicle and/or another vehicle passes the traffic light,
The travel control device according to claim 1. The determination unit further selects the first traveling control method when the vehicle stop probability is less than or equal to the first threshold and a second threshold that is larger than the first threshold, and the vehicle stop probability is In the case of being equal to or more than the second threshold value, the third traveling control method including deceleration traveling by inertia traveling and traveling maintaining the vehicle speed after the deceleration traveling is selected.
The travel control device according to claim 1 . When the traveling control unit controls traveling according to the third traveling control method, the traveling control unit determines a deceleration amount by the inertia traveling from the current traveling speed according to the vehicle stop probability,
The travel control device according to claim 3 . A travel control method for controlling automatic travel of a vehicle, comprising:
Acquiring the number of times the vehicle and/or another vehicle has passed a traffic light, and the number of times the vehicle and/or another vehicle has stopped at the traffic light,
A step of calculating a vehicle stop probability, which is a probability that the vehicle is stopped by a signal state of the predetermined traffic signal, using the number of times of passing and the number of times of stopping only a predetermined traffic signal in front of the vehicle among the traffic signals ;
Switching the traveling control method until the vehicle reaches the predetermined traffic signal according to the stopping probability,
Until the current signal state of the predetermined traffic signal is acquired , the travel of the vehicle is controlled according to the switched travel control method , and after the current signal state of the predetermined traffic signal is acquired, the current Controlling the traveling of the vehicle based on the signal state of
Have a,
In the step of switching the traveling control method, when the vehicle stop probability is equal to or more than a first threshold value, the first traveling control method including deceleration traveling by inertia traveling and acceleration traveling after the deceleration traveling is selected, and the vehicle stopping is performed. If the probability is less than the first threshold, then select a second travel control method that maintains the current travel speed of the vehicle,
The step of controlling the traveling of the vehicle, when controlling the traveling according to the first traveling control method, is performed by the coasting from the current traveling speed such that the deceleration amount increases as the vehicle stopping probability increases. A travel control method for determining the amount of deceleration .

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