JP5522005B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device.

  2. Description of the Related Art A vehicle control device that generates a travel plan for a vehicle and causes the vehicle to travel according to the travel plan is known. For example, in the vehicle control device described in Patent Document 1 below, based on the vehicle speed to be realized at the required deceleration point, the vehicle speed of the current vehicle, and the distance to the required deceleration point, A target travel speed pattern formed by combining the acceleration travel pattern and the regenerative travel pattern is generated, and the vehicle is automatically driven according to the generated target travel speed pattern. In this vehicle control device, fuel efficiency is improved by generating a target travel speed pattern that makes the best use of non-regenerative and non-accelerated travel.

JP 2008-74337 A

  By the way, a corner in a general real environment often cannot be looked over to the exit of the corner due to a building or the like. In such a corner (hereinafter referred to as a “blind corner”), obstacles such as a preceding stop vehicle and a pedestrian that could not be recognized because they were hidden behind a building or the like may be suddenly recognized. Since the vehicle control device described in Patent Document 1 suddenly recognizes an obstacle at a blind corner, the vehicle control device performs strong deceleration, resulting in a deterioration in fuel consumption. In addition, it is expected that the driver feels anxiety, cancels the automatic driving, and ignores the driving assistance system proposal such as speed guidance, and thus travels at a low speed. As a result, the vehicle control device described in Patent Document 1 cannot obtain a sufficient fuel efficiency improvement effect at the blind corner.

  Accordingly, the present invention has been made to solve such a problem, and an object of the present invention is to provide a vehicle control device that generates an appropriate low fuel consumption speed pattern in a blind corner with poor visibility.

  In order to solve the above-described problem, a vehicle control device according to the present invention is based on target travel route information acquisition means for acquiring target travel route information that is information related to a travel route on which the host vehicle will travel and target travel route information. A line-of-sight distance calculating unit that calculates a line-of-sight distance in the traveling direction, an upper limit speed setting unit that sets an upper limit speed based on the line-of-sight distance, and a speed pattern generation unit that generates a speed pattern based on the upper limit speed. Features. Here, the target travel route means a travel route on which the host vehicle will travel.

  According to the present invention, by setting an upper limit speed based on the calculated line-of-sight distance and generating a speed pattern based on the upper limit speed, the vehicle can be stopped without performing strong deceleration within the range of the line-of-sight distance. For this reason, even if an obstacle is suddenly recognized on a travel route with poor visibility such as a blind corner, rapid deceleration is not necessary. As a result, it is possible to improve the fuel efficiency of the vehicle.

  In the vehicle control device according to the present invention, it is preferable that the line-of-sight distance calculating means calculates the line-of-sight distance for every fixed distance on the target travel route. According to this, by calculating the line-of-sight distance for every fixed distance on the target travel route, it becomes possible to set the upper limit speed at each point on the target travel route, and more optimal according to the upper limit speed pattern. A low fuel consumption speed pattern can be generated.

  In the vehicle control device according to the present invention, it is preferable that the speed pattern generation unit changes the speed pattern of the section traveling at the upper limit speed to a combination of a free-run deceleration traveling pattern and a high-efficiency acceleration traveling pattern. Driving at the upper limit speed has poor fuel efficiency, but according to the present invention, the optimal driving speed can be reduced by changing the driving pattern at the upper limit speed to a combination of a free-run deceleration driving pattern and a high-efficiency acceleration driving pattern. It can be a speed pattern.

  In the vehicle control device according to the present invention, it is preferable that the speed pattern generation means changes the speed pattern depending on whether or not an oncoming vehicle exists. According to this, even when the oncoming lane cannot be seen due to the presence of an oncoming vehicle, by setting an appropriate speed pattern, when an obstacle is suddenly recognized, sudden deceleration is not necessary. As a result, it is possible to improve the fuel efficiency of the vehicle. In addition, when there is no oncoming vehicle, the vehicle can travel without reducing the speed more than necessary by setting an appropriate speed pattern.

  In the vehicle control device according to the present invention, it is preferable that the line-of-sight distance calculating means adjust the line-of-sight distance according to the line-of-sight area, which is an area where the line-of-sight line-of-sight is obtained. The line-of-sight distance according to the fluctuation factor of the line-of-sight distance that cannot be obtained can be set. For this reason, a speed pattern according to the fluctuation factor of the line-of-sight distance can be generated, and even if an obstacle is suddenly recognized on a travel route with a poor line-of-sight such as a blind corner, sudden deceleration is not necessary.

  In the vehicle control device according to the present invention, it is preferable that the target travel route information acquiring unit acquires the target travel route information from a sensor mounted on the host vehicle. The target travel route information that can be acquired from the navigation system may not accurately reflect the shielding situation due to buildings or the like existing outside the road. According to the present invention, the line-of-sight distance can be calculated based on information reflecting an actual shielding situation on the target travel route by using the target travel route information acquired by a sensor mounted on the host vehicle. As a result, a more optimal low fuel consumption speed pattern can be generated.

  The vehicle control device according to the present invention may further include driving support means for supporting driving of the driver, and the driving support means performs driving support based on the speed pattern generated by the speed pattern generating means. Is preferred. According to this, the fuel efficiency of the host vehicle can be improved by performing driving assistance according to the speed pattern generated based on the line-of-sight distance.

  According to the vehicle control device of the present invention, an appropriate low fuel consumption speed pattern can be generated in a blind corner with poor visibility.

1 is a schematic configuration diagram of a vehicle including a vehicle control device according to a first embodiment of the present invention. It is a figure which shows an example of the line of sight and the line-of-sight distance which concern on 1st Embodiment of this invention. It is a figure which shows an example of the speed pattern which concerns on 1st Embodiment of this invention. It is a flowchart for demonstrating the speed pattern production | generation and change process of the vehicle control apparatus which concerns on 1st Embodiment of this invention. It is a flowchart for demonstrating the driving assistance process of the vehicle control apparatus which concerns on 1st Embodiment of this invention. It is a structure schematic diagram of a vehicle provided with the vehicle control apparatus which concerns on 2nd Embodiment of this invention. It is a figure which shows an example of the sight line and line-of-sight distance which concern on 2nd Embodiment of this invention. It is a flowchart for demonstrating the process of the vehicle control apparatus which concerns on 2nd Embodiment of this invention. It is a flowchart for demonstrating the update process of the line-of-sight distance of the vehicle control apparatus which concerns on 2nd Embodiment of this invention. It is a flowchart for demonstrating the correction process of the line-of-sight distance of the vehicle control apparatus which concerns on 2nd Embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the description of the drawings, the same elements are denoted by the same reference numerals, and redundant description is omitted.

(First embodiment)
FIG. 1 shows a schematic configuration diagram of a vehicle 1 including a vehicle control ECU 2 (vehicle control device) according to the first embodiment. As shown in FIG. 1, a vehicle 1 includes a vehicle control ECU (Electronic Control Unit) 2, a GPS (Global Positioning System) receiver 3, a navigation system 4, an in-vehicle camera 5, a millimeter wave radar 6, an infrastructure communication device 7, a vehicle speed sensor. 8, an acceleration sensor 9, a brake operation amount sensor 10, an accelerator operation amount sensor 11, an ACC (Adaptive Cruise Control) switch 12, an HV (hybrid) system 13, a brake actuator 14, an accelerator actuator 15, and a steering actuator 16. ing.

  The vehicle control ECU 2 (vehicle control device) is a device that generates a speed pattern according to a target travel route that is a travel route on which the vehicle 1 will travel. The vehicle control ECU 2 is mounted on the vehicle 1 and is mainly configured by a computer including a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an input / output interface, and the like. The vehicle control ECU 2 includes a GPS receiver 3, a navigation system 4, an in-vehicle camera 5, a millimeter wave radar 6, an infrastructure communication device 7, a vehicle speed sensor 8, an acceleration sensor 9, a brake operation amount sensor 10, an accelerator operation amount sensor 11, and an ACC switch. 12, the HV system 13, the brake actuator 14, the accelerator actuator 15, and the steering actuator 16. The vehicle control ECU 2 includes a target travel route information acquisition unit 21, a line-of-sight distance calculation unit 22, an upper limit speed setting unit 23, a speed pattern generation unit 24, and a driving support unit 25.

  The GPS receiver 3 is an information terminal of a satellite positioning system, and is used for acquiring the traveling position of the vehicle 1. The GPS receiver 3 transmits the acquired travel position information regarding the travel position of the vehicle 1 to the vehicle control ECU 2.

  The navigation system 4 includes a map information DB (not shown) that stores map information. Based on the map information stored in the map information DB, the navigation system 4 calculates a route to the input destination and displays a display and a speaker (not shown). Etc., route guidance is performed. In addition, the navigation system 4 transmits to the vehicle control ECU 2 travel position information regarding the position where the vehicle 1 is currently traveling and map information in the vicinity of the travel position of the vehicle 1. The map information includes information on the travel route such as the road width, road length, gradient, tire-road friction coefficient, and legal speed. Further, when the travel route has a curve, information regarding the radius, curvature, etc. of the curve is included. Further, the line-of-sight information regarding the line-of-sight calculated in the vehicle control ECU 2 is stored together with position information of a speed pattern set point described later.

  The in-vehicle camera 5 is provided, for example, in the front part of the vehicle 1 and images the road surface and the surrounding environment in front of the road on which the vehicle 1 travels. The vehicle-mounted camera 5 transmits the captured image in front of the vehicle 1 to the vehicle control ECU 2 as front image information.

  The millimeter wave radar 6 is provided at the center of the front surface of the vehicle 1 and the center of the rear surface of the vehicle 1, for example, and is a radar that detects a front or rear object using millimeter waves. The millimeter wave radar 6 emits millimeter waves forward or backward from the vehicle 1 and receives millimeter waves reflected from a preceding vehicle, an oncoming vehicle, a roadside object, and the like. The millimeter wave radar 6 calculates the distance from the vehicle 1 to the preceding vehicle, the oncoming vehicle, and the roadside object by measuring the time from emission to reception. The millimeter wave radar 6 transmits distance information regarding the calculated distance from the vehicle 1 to the preceding vehicle, the oncoming vehicle, and the roadside object to the vehicle control ECU 2.

  The infrastructure communication device 7 is a communication device that performs bidirectional communication with a roadside device or a base station provided on a main road or the like. The infrastructure communication device 7 acquires line-of-sight distance information, for example, by bidirectional communication with a roadside device or a base station. The infrastructure communication device 7 transmits the line-of-sight information acquired from the roadside device or the base station to the vehicle control ECU 2.

  The vehicle speed sensor 8 is provided, for example, in a wheel portion of the vehicle 1 and detects the rotation speed of the wheel, and calculates the vehicle speed in the traveling state from the detected rotation speed of the wheel. The vehicle speed sensor 8 transmits vehicle speed information based on the calculated vehicle speed to the vehicle control ECU 2. The acceleration sensor 9 is provided in the front part of the vehicle 1, for example, and detects the longitudinal acceleration and the lateral acceleration of the vehicle 1. The acceleration sensor 9 transmits acceleration information based on each acceleration to the vehicle control ECU 2.

  The brake operation amount sensor 10 detects the stroke amount of the brake pedal that is depressed by the driver. The brake operation amount sensor 10 transmits brake operation amount information related to the detected stroke amount of the brake pedal to the vehicle control ECU 2.

  The accelerator operation amount sensor 11 detects the stroke amount of the accelerator pedal depressed by the driver. The accelerator operation amount sensor 11 transmits accelerator operation amount information related to the detected stroke amount of the accelerator pedal to the vehicle control ECU 2.

  The ACC switch 12 is provided, for example, in the steering of the vehicle 1 and can be turned ON / OFF as to whether or not to perform ACC by an operation of the driver. The ACC switch 12 transmits ACCON-OFF information regarding whether or not ACC is ON to the vehicle control ECU 2.

  The HV system 13 is a system for driving the wheels of the vehicle 1 by selectively using a gasoline engine and an electric motor. The brake actuator 14 is an actuator that controls the braking amount of the vehicle 1 and adjusts the braking amount of the brake based on acceleration / deceleration information output from the vehicle control ECU 2. The accelerator actuator 15 is an actuator that adjusts the throttle opening of the vehicle 1, and adjusts the throttle opening based on acceleration / deceleration information output from the vehicle control ECU 2. The steering actuator 16 is an actuator that controls the steering torque of the vehicle 1, and adjusts the steering torque based on a steering torque control signal output from the vehicle control ECU 2.

  Subsequently, each function of the vehicle control ECU 2 of the first embodiment will be described below.

  The target travel route information acquisition unit 21 functions as target travel route information acquisition means for acquiring target travel route information that is information relating to the target travel route. Here, the target travel route means a travel route on which the vehicle 1 will travel. The target travel route information means information related to the target travel route, such as the road width, road length, gradient, tire-road friction coefficient, and legal speed. When the target travel route has a curve, information on the radius, curvature, etc. of the curve is also included. The target travel route information acquisition unit 21 acquires all or part of the target travel route information from the navigation system 4.

Sight distance calculation unit 22, functions as a sight distance calculating means for calculating the traveling direction of the sight distance L _A on the basis of the target travel route information target travel route information acquiring unit 21 acquires. Sight distance calculating unit 22, specifically illustrating an example of a method for calculating the sight distance L _A. Based on the target travel route information acquired by the target travel route information acquisition unit 21, the line-of-sight distance calculation unit 22 divides the center line of the target travel route into minute lengths and sets the speed pattern set points. The speed pattern set point is set every certain distance (for example, 1 m). Next, the line-of-sight calculation unit 22 obtains a line of sight A as shown in FIG. 2 for each speed pattern set point based on the target travel route information.

  The line of sight A is a line that connects each speed pattern set point and the position of the center line of the farthest target travel route that can be seen in the traveling direction of the vehicle 1 from each speed pattern set point. In the present embodiment, a blind corner is assumed that cannot be seen from the corner to the exit due to a building or the like. For this reason, the line of sight A is a straight line extending so as to contact the inner periphery of the corner from each speed pattern set point as the starting point, and the intersection point with the center line of the target travel route is the end point.

Sight distance calculation unit 22 based on the target traveling path information, determine the sight distance L _A, as shown in FIG. 2 for each speed pattern set point. Sight distance L _A is the distance from the start point of the center line of sight line A of the target driving route to the end point. Here, assuming that the radius at the center line of the curve is R, the road width is w, and the turning angle of the curve from the start point to the end point of the line of sight _A is θ, the line-of-sight distance LA is calculated by the following equation (1). be able to.

Maximum speed setting unit 23, and functions as an upper limit speed setting means for setting the upper limit speed V on the basis of the sight distance L _A. The upper limit speed V is in sight distance L _A in each speed pattern set point, means the maximum speed that can be stopped by predetermined deceleration. An example of a method in which the upper limit speed setting unit 23 sets the upper limit speed V will be specifically described. Maximum speed setting unit 23 calculates the upper limit speed V in the velocity pattern set point based on the line-of-sight calculated by sight distance calculator 22 L _A, set. For example, if the vehicle 1 is traveling at a deceleration d, the upper limit speed V can be calculated by the following equation (2).

  The speed pattern generation unit 24 functions as a speed pattern generation unit that generates a speed pattern based on the target travel route information. For example, the speed pattern generation unit 24 calculates the maximum speed at each speed pattern set point based on the friction coefficient between the tire and the road surface included in the target travel route information, the radius R at the center line of the curve, the specification of the vehicle, and the like. calculate. More specifically, the speed pattern generation unit 24 calculates the maximum speed at each speed pattern set point from the friction coefficient and the radius R, for example, and the maximum speed satisfies vehicle specifications (for example, upper limit acceleration). It is determined whether or not. If the specification is not satisfied, the maximum speed at each speed pattern set point is corrected so as to satisfy the specification.

  Next, the speed pattern generation unit 24 compares the upper limit speed V calculated by the upper limit speed setting unit 23 with the maximum speed calculated by the speed pattern generation unit 24 at each speed pattern set point, and sets the lower one. Speed. The speed pattern generation unit 24 generates a speed pattern P1 by connecting the set speeds at the respective speed pattern set points. And the speed pattern production | generation part 24 extracts the area which drive | works along the upper limit speed V among the speed patterns P1. For example, in the speed pattern P <b> 1 shown in FIG. 3, the section S is a section that travels along the upper limit speed V.

  The speed pattern generation unit 24 changes the speed pattern of the section S in the speed pattern P1 to a corrected speed pattern P2 that combines a free-run deceleration travel pattern and a high-efficiency acceleration travel pattern, and generates a low fuel consumption speed pattern. To do. High-efficiency acceleration means acceleration at which the engine thermal efficiency is maximized, and free-run deceleration means deceleration during non-regenerative and non-accelerated running, where there is no acceleration by the engine and motor, and regeneration by the motor. Is in a state that does not work. High-efficiency acceleration (for example, 50 kW) and free-run deceleration (for example, -0.02 G) are set in the speed pattern generation unit 24 in advance. The corrected speed pattern P2 is a speed pattern that does not exceed the upper limit speed V, and is a wave pattern formed by a free-run deceleration traveling pattern and a high-efficiency acceleration traveling pattern.

  The driving support unit 25 functions as driving support means for supporting driving of the driver. The driving support unit 25 performs driving support according to the low fuel consumption speed pattern generated by the speed pattern generation unit 24. For example, when the driving support unit 25 receives ACCON-OFF information indicating that ACC is ON from the ACC switch 12, the driving support unit 25 according to the low fuel consumption speed pattern generated by the speed pattern generation unit 24, Acceleration / deceleration information may be output to the accelerator actuator 15 to perform automatic speed control.

  In addition, the driving support unit 25 is normal when the driver makes an acceleration request by operating the accelerator pedal when the vehicle 1 is traveling at a vehicle speed exceeding the upper limit speed set by the upper limit speed setting unit 23. The output may be weaker than the acceleration request (30% lower than the normal acceleration request). In addition, the driving support unit 25 is normal when the driver makes a deceleration request by operating the brake pedal when the vehicle 1 is traveling at a vehicle speed exceeding the upper limit speed set by the upper limit speed setting unit 23. The output may be stronger (30% increase than the normal deceleration request).

  Next, a procedure for generating and changing the low fuel consumption speed pattern in the vehicle control ECU 2 according to the first embodiment will be described using the flowchart of FIG. Furthermore, the procedure of the driving assistance process based on the low fuel consumption speed pattern in the vehicle control ECU 2 according to the first embodiment will be described using the flowchart of FIG. This process is repeatedly performed at a cycle preset in the vehicle control ECU 2.

  First, the target travel route information acquisition unit 21 acquires target travel route information from the navigation system 4 (S1). Next, the line-of-sight calculation unit 22 determines whether or not the information regarding the road width is included in the target travel route information acquired by the target travel route information acquisition unit 21 (S2). In this determination, when it is determined that the information regarding the road width is not included, the line-of-sight distance calculation unit 22 employs a preset specified value (for example, 4 m) as the road width (S3). On the other hand, if it is determined in S2 that information regarding the road width is included, the line-of-sight distance calculation unit 22 employs the road width indicated by the information regarding the road width (S4).

Next, the line-of-sight distance calculation unit 22 sets a speed pattern set point on the target travel route (S5). The speed pattern set point is set, for example, every 1 m. Next, the line-of-sight calculation unit 22 determines whether the target travel route has a constant curve radius based on the target travel route information acquired by the target travel route information acquisition unit 21 (S6). In this determination, if the target traveling path is determined not to have a constant curve radius, sight distance calculation unit 22, geometrically calculates a sight distance L _A in each speed pattern set point (S7). For example, select the longest straight line drawn in the road in the traveling direction starting from the speed pattern setting point, and select the intersection of the straight line and the center line of the target travel route that is farthest from the start point And Sight distance calculator 22 calculates a sight distance L _A from the starting point to the end point on the basis of the target travel route information acquired from the navigation system 4.

Determined in S6, when the target traveling path is determined to have a constant curve radius, sight distance calculation unit 22, using equation (1) described above, calculates the sight distance L _A in each speed pattern setpoint (S8). The upper speed limit setting unit 23, using equation (2) described above, it calculates the upper limit speed V of sight distance calculating unit 22 according to the sight distance L _A calculated is set (S9). In S9, the upper limit speed setting unit 23 calculates the upper limit speed V with the deceleration d as the in-regeneration deceleration (for example, -0.2G). Next, the speed pattern generation unit 24 converts the acceleration for generating the speed pattern to an acceleration that maximizes the engine thermal efficiency, and sets the deceleration for generating the speed pattern to a deceleration in free run (non-regenerative non-accelerated running). Each is set (S10).

  Subsequently, the speed pattern generation unit 24 determines the maximum speed at each speed pattern set point based on the friction coefficient between the tire and the road surface included in the target travel route information, the radius R at the center line of the curve, the specification of the vehicle, and the like. Is calculated. Next, the speed pattern generation unit 24 compares the upper limit speed V calculated by the upper limit speed setting unit 23 with the maximum speed calculated by the speed pattern generation unit 24 at each speed pattern set point, and sets the lower one. Speed. The speed pattern generation unit 24 generates a speed pattern P1 by connecting the set speeds at the respective speed pattern set points (S11).

  The speed pattern generation unit 24 extracts a section S having a driving force along the upper limit speed V from the generated speed pattern P1. Then, in place of the driving force along the upper limit speed V, the section S is changed to a corrected speed pattern P2 composed of a combination of a free-run deceleration traveling pattern and a high-efficiency acceleration traveling pattern as shown in FIG. S12). In S12, the corrected speed pattern P2 is a wave-like traveling pattern that repeats a free-run deceleration traveling pattern and a high-efficiency acceleration traveling pattern so as not to exceed the upper limit speed V.

  Next, the upper limit speed setting unit 23 extracts an acceleration section from the speed pattern generated and changed by the speed pattern generation unit 24. Then, the upper limit speed setting unit 23 changes the deceleration d to −0.05 G corresponding to the engine brake, which is a deceleration lower than the regenerative deceleration (−0.2 G), for the acceleration section. The upper limit speed V is recalculated using (2) (S13). Then, the speed pattern generation unit 24 compares the speed pattern changed in S12 with the recalculated upper limit speed V, and changes the speed pattern in the same manner as S12 (S14). Through the above processing, a low fuel consumption speed pattern is generated.

  Subsequently, the driving support unit 25 determines whether or not the ACC mode is set (S15). The driving support unit 25 determines whether or not the mode is the ACC mode based on the ACCON-OFF information transmitted from the ACC switch 12. If it is determined that the current mode is the ACC mode, the driving support unit 25 performs feedback control of the speed of the vehicle 1 according to the low fuel consumption speed pattern generated by the speed pattern generation unit 24 (S16). That is, the driving support unit 25 automatically adjusts the speed of the vehicle 1 by outputting acceleration / deceleration information to the brake actuator 14 and the accelerator actuator 15 according to the speed pattern.

  On the other hand, if it is determined in S15 that the mode is not the ACC mode, the driving support unit 25 determines whether or not the vehicle 1 is traveling at a vehicle speed higher than the upper limit speed V set by the upper limit speed setting unit 23 ( S17). If the vehicle 1 is not traveling at a speed higher than the upper limit speed V, the processing of the vehicle control ECU 2 is terminated. On the other hand, in the determination of S17, when it is determined that the vehicle 1 is traveling at a speed higher than the upper limit speed, the driving support unit 25 determines whether or not the driver has made an acceleration request by operating the accelerator pedal. (S18).

  If it is determined that an acceleration request has been made, the operation support unit 25 limits the driving force (S19). For example, the driving support unit 25 performs acceleration smaller than usual with respect to the stroke amount of the accelerator pedal. Next, the driving support unit 25 determines whether or not the driver has requested deceleration by operating the brake pedal (S20). If it is determined that a deceleration request has been made, the driving support unit 25 amplifies the deceleration force (S21), and ends the process of the vehicle control ECU 2. The driving support unit 25 performs, for example, a larger deceleration than usual with respect to the stroke amount of the brake pedal. On the other hand, when it is determined in S20 that the deceleration request has not been made, the process of the vehicle control ECU 2 is terminated.

  As described above, according to the vehicle control ECU 2 of the first embodiment, the upper limit speed is set based on the calculated line-of-sight distance, and the speed pattern is generated based on the upper limit speed, so that the line-of-sight distance can be obtained without strong deceleration. Can be stopped within the range. For this reason, even if an obstacle is suddenly recognized on a travel route with poor visibility such as a blind corner, rapid deceleration is not necessary. As a result, it is possible to improve the fuel efficiency of the vehicle. Further, by changing the traveling section along the upper limit speed V with poor fuel efficiency to a combination of a free-run deceleration traveling pattern and a high-efficiency acceleration traveling pattern, a more optimal low fuel consumption speed pattern can be obtained.

(Second Embodiment)
FIG. 6 shows a schematic configuration diagram of a vehicle 1A including a vehicle control ECU 2A (vehicle control device) of the second embodiment. Compared to the vehicle 1 of the first embodiment, the vehicle 1A is different in that it includes a vehicle control ECU 2A instead of the vehicle control ECU 2. Compared to the vehicle control ECU 2 of the first embodiment, the vehicle control ECU 2A further includes a forward environment recognition unit 26, a line-of-sight distance information transmission / reception unit 27, and a line-of-sight distance correction unit 28, and a target travel route information acquisition unit 21. In addition to the line-of-sight calculation unit 22, the upper limit speed setting unit 23, and the speed pattern generation unit 24, a target travel route information acquisition unit 21A, a line-of-sight calculation unit 22A, an upper limit speed setting unit 23A, and a speed pattern generation unit 24A are provided. Is different.

  The target travel route information acquisition unit 21A functions as a target travel route information acquisition unit that acquires target travel route information that is information related to the target travel route. Although the target travel route information acquisition unit 21 in the first embodiment has acquired the target travel route information from the navigation system 4, the target travel route information acquisition unit 21 </ b> A adds to the navigation system 4 and recognizes the forward environment described later. Target travel route information is acquired from the unit 26.

The line-of-sight calculation unit 22A functions as line-of-sight calculation means for calculating the line-of-sight distance based on the target travel route information acquired by the target travel route information acquisition unit 21A. An example of how the line-of-sight distance calculation unit 22A calculates the line-of-sight distance will be specifically described. Based on the target travel route information acquired by the target travel route information acquisition unit 21A, the line-of-sight calculation unit 22A divides the center line of the own lane area of the target travel route into small lengths and sets the speed pattern set points. . Sight distance calculator 22A performs the same processing as sight distance calculator 22 determines the own lane area sight line B in each speed pattern set point as shown in FIG. 7, the same lane area sight distance L _B calculate. The own lane area line-of-sight line B starts from each speed pattern set point and ends at the position of the center line of the own lane area of the farthest target travel route that can be looked through only from the respective speed pattern set point through the own lane area. Is a straight line.

  The line-of-sight calculation unit 22A determines all-line line-of-sight C at each speed pattern set point as shown in FIG. In the present embodiment, a blind corner is assumed in which the building D or the like cannot be seen to the exit of the corner. For this reason, the all-area line-of-sight line C starts from each speed pattern set point, and is the farthest that can be seen from each speed pattern set point not only through the own lane area where the vehicle is traveling but also through all areas. It is a straight line whose end point is the position of the center line of the own lane area of the target travel route. The end point of the entire area line-of-sight C is determined based on the recognition result that the forward environment recognition unit 26 described later performs at each speed pattern set point.

  The line-of-sight calculation unit 22A extracts, for example, the position of the farthest white line in the traveling direction of the vehicle 1A among the white lines recognized by the forward environment recognition unit 26. Then, the line-of-sight calculation unit 22A sets the position of the center line of the own lane area closest to the white line as the end point of the all-line line-of-sight C. In addition, the line-of-sight distance calculation unit 22A extracts the position of the other object farthest in the traveling direction of the vehicle 1A among the other objects recognized by the forward environment recognition unit 26. Then, the line-of-sight calculation unit 22A may set the position of the center line of the own lane area closest to the other object as the end point of the all-line line-of-sight C.

Sight distance calculating unit 22A, based on the target traveling path information, determine the total area sight distance L _C as shown in FIG. 7 for each speed pattern set point. All area sight distance L _C is the distance from the start point of the all area sight line C on the center line of the own vehicle lane area of the target driving route to the end point. Here, calculating the radius at the centerline of the curve R, the road width w, in when the linear distance between x from the beginning of all area sight line C to the end point, the total area sight distance L _C is the following formula (3) can do.

In addition, the preceding vehicle recognized forward environment recognition unit 26 from the vehicle 1A, the oncoming vehicle, until other objects of the roadside or the like is assumed that the obstacle does not exist, calculated on the total area sight distance L _C You may do it. Further, the distance to other objects indicated by the distance information sent by the millimeter wave radar 6 may be total area sight distance L _C.

Sight distance calculator 22A is a sight distance information on all areas sight distance L _C together with the position information of the speed pattern setpoint is registered in the map information DB of the navigation system 4. Sight distance calculator 22A has calculated by comparing the sight distance L _M registered in all areas sight distance L _C and the map information DB, the longer the better all area sight distance L _C, the total area sight distance L It is registered in the map information DB _C as sight distance _{L M.} On the other hand, if the direction of all the areas sight distance L _C is short, the temporary covering of such a parked vehicle is determined that the total area sight distance L _C is shortened, basically not updated . However, if the direction of all the areas sight distance L _C multiple times consecutively is determined to short, it is determined that the shield which permanently exists is newly constructed, the total area sight distance L _C as sight distance _{L M} is registered in the map information DB.

Maximum speed setting unit 23A is same lane area sight distance L _B, respectively upper limit speed V _B based on the correction sight distance L _R adjusted by the sight distance correction unit 28 described _later, as the upper limit speed setting means for setting the V _R It functions. Upper limit speed _V B, _{V R} is the sight distance _{L A} in formula (2), the own lane area sight distance _{L B,} is calculated by the correction sight distance _{L R.}

Speed pattern generating unit 24A is configured to function as an upper limit speed V _B, the speed pattern generating means for generating a speed pattern and a speed pattern of no oncoming there oncoming vehicle on the basis of V _R. The speed pattern generation unit 24A generates a speed pattern in a case where the vehicle can be seen only in the own lane area where the host vehicle travels without looking through the oncoming lane area. This speed pattern is called a speed pattern with an oncoming vehicle. In addition, the speed pattern generation unit 24A generates a speed pattern when it is possible to see the oncoming lane area where the oncoming vehicle is traveling. This speed pattern is called a speed pattern without an oncoming vehicle. Speed pattern of there oncoming vehicle, and the speed pattern without oncoming vehicle, respectively upper limit speed V _B, is generated in the same manner as the low fuel consumption speed pattern of the first embodiment based on V _R.

  The speed pattern generation unit 24A supplies a speed pattern without an oncoming vehicle to the driving support unit 25 when the target travel route is a left curve and when the target travel route is a right curve and there is no oncoming vehicle. . The speed pattern generation unit 24A supplies the driving support unit 25 with a speed pattern with an oncoming vehicle when the target travel route is a right curve and an oncoming vehicle exists.

  The front environment recognition unit 26 functions as a front environment recognition unit that recognizes the front environment based on information acquired by the in-vehicle camera 5 and the millimeter wave radar 6. For example, the front environment recognition unit 26 analyzes the front image information received from the in-vehicle camera 5 and detects the position coordinates of white lines existing on both sides of the travel route. For example, the forward environment recognition unit 26 analyzes the forward image information received from the in-vehicle camera 5, recognizes the presence of other objects such as a preceding vehicle, an oncoming vehicle, and a roadside object, and the distance to the other object and the position of the other object. Coordinates may be calculated. Alternatively, the front environment recognition unit 26 may calculate the distance to the preceding vehicle, the oncoming vehicle, and the roadside object using the millimeter wave radar 6. The front environment recognition unit 26 transmits the recognized white line, the position coordinates of other objects, and the like as target travel route information to the target travel route information acquisition unit 21A.

Sight distance information transmitting and receiving unit 27, information on all areas sight distance L _C calculated by the sight distance calculating section 22A transmits a sight distance information telematics counting center, sight distance for all areas sight distance L _C from telematics counting center It functions as a line-of-sight information transmission / reception means for receiving information. The line-of-sight distance information transmission / reception unit 27 transmits and receives line-of-sight distance information to and from the telematics aggregation center via the infrastructure communication device 7. The Telematics Aggregation Center acquires and accumulates line-of-sight distance information from each vehicle at blind corner speed pattern set points. The vehicle 1A of the second embodiment shares the line-of-sight distance information with other vehicles by transmitting the line-of-sight distance information to the telematics aggregation center and acquiring the line-of-sight distance information from the telematics aggregation center. Thereby, the vehicle 1A can use the line-of-sight distance information calculated in the other vehicle.

Sight distance correction unit 28 functions as a sight distance correction means for performing in accordance with the sight area adjustment the traveling direction of the sight is an area obtained of sight distance L _M registered in the map information DB. The line-of-sight area means an area farthest from the lane in which the vehicle 1A is traveling among areas through which the line-of-sight passes. The travel route and the surrounding area include the own lane area where the host vehicle is traveling, the opposite lane area where the oncoming vehicle is traveling, the left sidewalk area where the left sidewalk zone exists in the traveling direction of the own vehicle, The right sidewalk area, which is the area where the right sidewalk zone exists with respect to the direction of travel of the car, the left building area, where the building on the left side exists relative to the direction of travel of the vehicle, the travel of the vehicle It is divided into a right building area, which is an area where a building or the like on the right side of the direction exists. For example, since the all-area line of sight C in FIG. 7 passes through the own lane area, the oncoming lane area, the right sidewalk area, and the right building area, the line-of-sight area C of FIG. It is a building area on the right.

Sight distance correction unit 28, for example, when the sight area of the own lane area, the sight distance L _M and the correction sight distance L _R. Sight distance correction unit 28 is, for example, if the expected area of the left sidewalk band area and 90% of sight distance L _M and the correction sight distance L _R. Sight distance correction unit 28 is, for example, if the expected area of the left building area and 80% of sight distance L _M and the correction sight distance L _R. Sight distance correction unit 28, for example, the sight area when the opposite lane area, to 70% of sight distance L _M and the correction sight distance L _R. Sight distance correction unit 28 is, for example, sight area if the right sidewalk band area and 60% of sight distance L _M and the correction sight distance L _R. Sight distance correction unit 28 is, for example, sight area if the right building area and 50% of sight distance L _M and the correction sight distance L _R.

In the oncoming lane area, the right sidewalk area, and the right building area, a large vehicle such as a truck may travel in the oncoming lane, and thus there is a possibility that a line of sight cannot be obtained. Thus, when there is a line-of-sight variable element (shielding element), the line-of-sight correction unit 28 corrects the line-of-sight distance according to the degree of influence of the variable element (probability of generation of the masking element). Although a stable line of sight is obtained in the own lane area, the possibility of being blocked becomes higher as the distance from the own lane area increases. Incidentally, the self-lane area sight distance L _B, because the sight area is a self-lane area, not corrected.

  Since other configurations are the same as those of the vehicle control ECU 2 of the first embodiment, description thereof is omitted.

  Next, a processing procedure in the vehicle control ECU 2A according to the second embodiment will be described with reference to the flowchart of FIG.

First, sight distance calculator 22A performs the calculation of the own lane area sight distance _{L B} (S31). Calculation of the own vehicle lane area sight distance L _B is performed by the same processing as S1~S8 in FIG. Then, sight distance calculator 22A performs the update processing of sight distance _{L M} (S32).

With reference to the flowchart of FIG. 9, an example of the update process of sight distance L _M in the vehicle control ECU2A according to the second embodiment. Note that in the vehicle control ECU 2A, when the registration processing of sight distance L _M has not been performed, it is assumed that the vehicle moving lane area sight distance L _B is registered as a sight distance L _M. The registration of sight distance L _M is assumed to be performed by stored with position information of each speed pattern setpoint in the map information DB of the navigation system 4.

First, it is determined whether or not the in-vehicle camera 5 exists in front of the vehicle 1A. If the vehicle camera 5 forward is determined not to exist, and ends the update processing of sight distance L _M. On the other hand, if it is determined that the in-vehicle camera 5 is present ahead, the front environment recognition unit 26 analyzes the front image information received from the in-vehicle camera 5 and detects the position coordinates of the white line existing on both sides of the travel route. (S42). Next, the front environment recognition unit 26 transmits information regarding the detected position coordinates of the white line to the target travel route information acquisition unit 21A as target travel route information.

  Next, the line-of-sight calculation unit 22A extracts the position of the white line farthest from the vehicle 1A in the traveling direction of the vehicle 1A among the white lines recognized by the forward environment recognition unit 26 based on the target travel route information. The line-of-sight distance calculation unit 22A sets the current position of the vehicle 1A as the start point of the all-area line-of-sight line C, and sets the center line position of the own lane area closest to the extracted white line position as the end point of the all-area line-of-sight line C. (S43).

Then, sight distance calculator 22A uses the equation (3) described above, to calculate the total area sight distance L _C at the position of the vehicle 1A when the captured forward image (S44). Subsequently sight distance calculating section 22A, the total area sight distance L _C determines whether shorter than sight distance L _M currently registered in the map information DB (S45). If all area sight distance _{L C} is determined to sight distance _{L M} or more, sight distance calculating unit 22A updates the sight distance _{L M} in all areas sight distance _{L C} (S46), updating of sight distance _{L M} The process ends.

On the other hand, in the judgment of S45, if the sight distance L _M than the total area sight distance L _C is determined to be short, sight distance calculating unit 22A is continuous with the sight distance L _M than the total area sight distance L _C is short The determined number is counted by a counter or the like. The sight distance calculating unit 22A is the number of times the sight distance L _M than the total area sight distance L _C is consecutively determined for short determines whether exceeds the preset times (S47). If it exceeds the number of the preset times, sight distance calculating unit 22A updates the sight distance L _M in all areas sight distance L _C (S46), and ends the update processing of sight distance L _M. On the other hand, in the judgment of S47, if not exceed the number of times that sight distance L _M than the total area sight distance L _C is consecutively determined as short preset, and ends the update process of sight distance L _M .

Although the target travel route information acquired from the navigation system 4 includes information on the current road shape and the like, the target travel route information may not include information on a shield such as a relatively small building. In addition, information on newly constructed buildings near the blind corner may not be reflected. Thus, the target travel route information that can be acquired from the navigation system 4 has a limit. Vehicle control ECU2A according to the second embodiment, based on the information obtained during traveling by vehicle camera 5, a millimeter-wave radar 6, by calculating the total area sight distance L _C, the target traveling route information of the navigation system 4 You can update the same lane area sight distance L _B calculated based on. As a result, it becomes possible to generate a low fuel consumption speed pattern based on a more accurate line-of-sight distance.

Returning to the description of FIG. 8, sight distance information transceiver unit 27 transmits registered by sight distance calculator 22A, a sight distance information about updated sight distance L _M telematics counting center. The line-of-sight information transmitting / receiving unit 27 acquires line-of-sight distance information from the telematics aggregation center (S33). Then, sight distance correction unit 28 adjusts the sight distance _{L M} according to sight area (S34).

With reference to the flowchart of FIG. 10, an example of a correction process of sight distance L _M in the vehicle control ECU2A according to the second embodiment.

First, sight distance correction unit 28 based on the position coordinates of the start point of the sight line corresponding to the sight distance L _M (each speed pattern setting point) and end point (forecasts possible farthest points in each speed pattern set point), Detect the area through which the line of sight passes. The line-of-sight area that is the area farthest from the own lane area is extracted from the area through which the line-of-sight line passes. The line-of-sight distance correction unit 28 determines whether the line-of-sight area is the own lane area (S51). If the own lane area, the sight distance L _M as correction sight distance L _R, the correction process is finished in sight distance L _M.

On the other hand, if it is determined in S51 that the line-of-sight area is not the own lane area, the line-of-sight correction unit 28 determines whether the target travel route is a left curve based on the target travel route information acquired from the navigation system 4. It is determined whether or not (S52). If it is determined that the line is a left curve, the line-of-sight correction unit 28 determines whether the line-of-sight area is a left walking zone area (S53). If the sight area is determined to be a left-walking zone area, sight distance correction section 28, 90% of sight distance L _M as correction sight distance L _R (S54), and terminates the correction process of sight distance L _M . On the other hand, in the judgment of S53, when the sight area is determined not to be left walking band area, i.e., if the sight area is determined to be a left-building area, sight distance correction unit 28, the sight distance L _M 80% as a correction sight distance _{L R} (S55), and terminates the correction process of sight distance _{L M.}

If it is determined in S52 that the target travel route is a right curve, the line-of-sight correction unit 28 determines whether or not the line-of-sight area is an oncoming lane area (S56). If it is determined that the opposite lane area, sight distance correction section 28, 70% of sight distance _{L M} as correction sight distance _{L R} (S57), and terminates the correction process of sight distance _{L M.} On the other hand, if it is determined in S56 that the line-of-sight area is not an oncoming lane, the line-of-sight correction unit 28 determines whether or not the line-of-sight area is the right walking zone area (S58).

If it is determined that the right walking zone area, sight distance correction section 28, 60% of sight distance L _M as correction sight distance L _R (S59), and terminates the correction process of sight distance L _M. On the other hand, in the judgment of S58, when the sight area is determined not to be the right walking band area, i.e., if the sight area is determined to be a right building area, sight distance correction unit 28, the sight distance L _M 50% as correction sight distance _{L R} (S60), and terminates the correction process of sight distance _{L M.}

Returning to the description of FIG. 8, the speed pattern generation unit 24A generates a speed pattern without an oncoming vehicle (S35). The generation of the speed pattern without an oncoming vehicle is performed by the same processing as S9 to S14 in FIG. Note that, in S9, the sight distance _{L A} in formula (2) to calculate the upper limit speed _{V R} by the correction sight distance _{L R.} In S13, upper limit speed setting unit 23A extracts a high-efficiency acceleration section and a free-run deceleration section from the speed pattern. When the line-of-sight area is the own lane area or the opposite lane area, the upper limit speed setting unit 23 changes the deceleration d to −0.05 G corresponding to the engine brake for the high-efficiency acceleration section, for, by changing the deceleration d in -0.2G regeneration in deceleration, it recalculates the upper limit speed V _R by the above described formula (2).

When the line-of-sight area is any of the right walking zone area, the right building area, the left walking zone area, and the left building area, the upper limit speed setting unit 23 corresponds to the deceleration d for free-run deceleration for the high efficiency acceleration section. the change to -0.02G, the free-run deceleration section, the deceleration d is changed to the engine brake equivalent -0.05G, recalculates the upper limit speed _{V R} by the above described formula (2).

  Next, the speed pattern generation unit 24A determines whether the target travel route is a right curve based on the target travel route information (S36). When it is determined that the vehicle is a left curve, the speed pattern generation unit 24A supplies a speed pattern without an oncoming vehicle to the driving support unit 25. Then, the driving support unit 25 performs driving support based on the speed pattern without an oncoming vehicle (S37).

  On the other hand, if it is determined in S36 that the vehicle is a right curve, the forward environment recognition unit 26 determines whether there is an oncoming vehicle (S38). When it is determined that there is no oncoming vehicle, the speed pattern generation unit 24A supplies the driving support unit 25 with a speed pattern without an oncoming vehicle. Then, the driving support unit 25 performs driving support based on the speed pattern without an oncoming vehicle (S37). When it is determined in S38 that there is an oncoming vehicle, the speed pattern generation unit 24A generates a speed pattern with an oncoming vehicle (S39).

The generation of the speed pattern with the oncoming vehicle is performed by the same processing as S9 to S14 in FIG. Note that, in S9, the sight distance _{L A} in formula (2) to calculate the upper limit speed _{V B} by a vehicle moving lane area sight distance _{L B.} In S13, upper limit speed setting unit 23A extracts a high-efficiency acceleration section and a free-run deceleration section from the speed pattern. Then, the upper limit speed setting unit 23 changes the deceleration d to −0.05 G corresponding to engine braking for the high-efficiency acceleration section, and sets the deceleration d to −0. After changing to 2G, the upper limit speed V _B is recalculated according to the above equation (2).

  The speed pattern generation unit 24 </ b> A supplies a speed pattern with an oncoming vehicle to the driving support unit 25. And the driving assistance part 25 performs driving assistance with the speed pattern with an oncoming vehicle (S40).

Thus, according to the vehicle control ECU2A the second embodiment, based on the information obtained during traveling by vehicle camera 5, a millimeter-wave radar 6, by calculating the total area sight distance L _C, the map information DB it is possible to perform the update of sight distance L _M, which is registered to. As a result, it becomes possible to generate a low fuel consumption speed pattern based on a more accurate line-of-sight distance.

Further, according to the vehicle control ECU2A the second embodiment, depending on belongs to which area sight area, by performing the correction of sight distance L _M, sight distance such not obtained prospect by oncoming L _M The line-of-sight distance can be set according to the fluctuation factors. Therefore, it is possible to generate a low fuel consumption rate pattern corresponding to the variables of sight distance L _M, even recognized sudden obstacle in bad visibility traveling route such as blind corner, a rapid deceleration unnecessary Become.

Further, according to the vehicle control ECU 2A of the second embodiment, when the oncoming lane cannot be seen due to the presence of the oncoming vehicle, the low fuel consumption speed pattern generated based on the own lane area line-of-sight distance L _B is used. Even if an obstacle is suddenly recognized, sudden deceleration is not necessary. As a result, it is possible to improve the fuel efficiency of the vehicle. Further, when the oncoming vehicle is not present, the correction sight distance by a low fuel consumption rate pattern generated based on L _R, can travel without slowing down unnecessarily.

  The first and second embodiments describe the best embodiment of the vehicle control device according to the present invention, and the vehicle control device according to the present invention is the one described in the first and second embodiments. It is not limited to. The vehicle control device according to the present invention may be modified from the vehicle control device according to the embodiment or applied to other devices without changing the gist described in each claim. For example, the vehicle control device may be configured to appropriately combine the first and second embodiments and perform a desired process among the processes described above. In addition, the vehicle control device does not need to include all the components shown in the first and second embodiments, and may be configured to include only the minimum necessary components according to the processing content.

  For example, in the first embodiment, the vehicle 1 does not need to have some or all of the in-vehicle camera 5, the radar 6, the infrastructure communication device 7, the vehicle speed sensor 8, the acceleration sensor 9, the steering actuator 16, and the like. In the first and second embodiments, if the ACC mode is not used, the vehicle 1 and the vehicle 1 </ b> A do not need to have the ACC switch 12. Further, the vehicle control device according to the present invention is not limited to the HV vehicle, but can be applied to an AT vehicle or a CVT vehicle.

Further, in the second embodiment, not only the in-vehicle camera 5 mounted in front of the vehicle 1A but also the in-vehicle camera 5 mounted in the rear of the vehicle 1A and the millimeter wave radar 6 mounted in the rear of the vehicle 1A. was based on the information, it calculates a sight distance L _C in the traveling direction and the opposite direction may be performed to update the sight distance L _M in the direction.

DESCRIPTION OF SYMBOLS 1,1A ... Vehicle, 2, 2A ... Vehicle control ECU, 3 ... GPS receiver, 4 ... Navigation system, 5 ... In-vehicle camera, 6 ... Millimeter wave radar, 7 ... Infrastructure communication device, 8 ... Vehicle speed sensor, 9 ... Acceleration Sensor: 10 ... Brake operation amount sensor, 11 ... Accelerator operation amount sensor, 12 ... ACC switch, 13 ... HV system, 14 ... Brake actuator, 15 ... Accelerator actuator, 16 ... Steering actuator, 21, 21A ... Target travel route information acquisition , 22, 22A ... line-of-sight distance calculation unit, 23, 23A ... upper limit speed setting unit, 24, 24A ... speed pattern generation unit, 25 ... driving support unit, 26 ... forward environment recognition unit, 27 ... line-of-sight distance information transmission / reception unit, 28 ... Line-of-sight correction unit, A ... Line of sight, B ... Own lane area line-of-sight, C ... All-area line-of-sight, D ... Building, P ... speed pattern, P2 ... corrected speed pattern

Claims (5)

Target travel route information acquisition means for acquiring target travel route information that is information relating to a target travel route that is a travel route from which the host vehicle is traveling;
Based on the target travel route information, a line-of-sight distance of the target travel route at each speed pattern set point set for each predetermined distance on the target travel route is calculated , and the host vehicle is calculated at each speed pattern set point. A line-of-sight distance calculation means for calculating a vehicle lane area line-of-sight distance where a line-of- sight can be obtained only through the vehicle lane area where the vehicle travels ,
At each speed pattern set point, a maximum speed at which the host vehicle can stop at the line-of-sight distance by a predetermined deceleration is set as a first upper limit speed, and the host vehicle has the lane area line-of-sight by a predetermined deceleration. Upper limit speed setting means for setting the maximum speed that can be stopped at a distance as the second upper limit speed ;
When there is no oncoming vehicle in the oncoming lane, the speed of the host vehicle at each speed pattern set point is equal to or lower than the first upper limit speed set at each speed pattern set point by the upper limit speed setting means. As described above, when the first speed pattern of the host vehicle in the target travel route is generated and the oncoming vehicle exists in the oncoming lane, the speed of the host vehicle at each speed pattern set point is the upper limit. Speed pattern generation means for generating a second speed pattern of the host vehicle on the target travel route so as to be equal to or lower than the second upper limit speed set at each speed pattern set point by the speed setting means ;
A vehicle control device comprising: The speed pattern generation means includes a speed pattern of a section in which the speed of the host vehicle matches the first upper limit speed in the first speed pattern, and a speed of the host vehicle among the second speed patterns is the second upper limit. Change the speed pattern of the section that matches the speed to a combination of a free-running deceleration traveling pattern and a high-efficiency acceleration traveling pattern,
The vehicle control device according to claim 1 . Further comprising line-of-sight correction means for correcting the line-of-sight distance;
The line-of-sight distance calculating means is a line segment that connects each speed pattern set point and the position of the center line of the vehicle lane area farthest from which the line-of-sight is obtained in the traveling direction of the host vehicle. Determine the line of sight,
The line-of-sight distance correcting means shows information indicating a plurality of areas that divide the travel route and its peripheral part, and a numerical value based on the degree of influence of the line-of-sight distance variable element associated with each of the plurality of areas. And correcting the line-of-sight distance at each speed pattern set point based on the numerical value associated with the area through which the line of sight at each speed pattern set point passes .
The vehicle control device according to claim 1 or 2 . The target travel route information acquisition means acquires the target travel route information from a sensor mounted on the host vehicle.
The vehicle control device according to any one of claims 1 to 3 . The vehicle further includes driving support means for driving the driver,
The driving support means performs driving support based on the first speed pattern or the second speed pattern generated by the speed pattern generating means.
The vehicle control device according to any one of claims 1 to 4 .

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