CN111204334A

CN111204334A - Vehicle control system

Info

Publication number: CN111204334A
Application number: CN201911132620.XA
Authority: CN
Inventors: 中河原亚纪子; 贞清雅行; 清水拓郎
Original assignee: Honda Motor Co Ltd
Current assignee: Honda Motor Co Ltd
Priority date: 2018-11-20
Filing date: 2019-11-19
Publication date: 2020-05-29
Also published as: JP2020082897A

Abstract

The invention provides a vehicle control system that avoids collision with an obstacle on a road by distributing driving force in a vehicle. The vehicle control system is characterized in that the automatic driving control unit (11) comprises: an obstacle recognition unit (12) that recognizes whether or not an obstacle is present in front of the vehicle; a stop possibility determination unit (13) that determines whether or not the vehicle can stop without colliding with the obstacle, based on the inter-vehicle distance between the vehicle and the obstacle and the vehicle speed; and an excessive driving force distribution control unit (63) that distributes driving force exceeding the tire grip force to the rear wheel drive wheels of the vehicle when the stop availability determination unit determines that the vehicle cannot be stopped.

Description

Vehicle control system

Technical Field

The present invention relates to a vehicle control system.

Background

Conventionally, there has been proposed an occupant protection device that controls a torque distribution ratio control device to rotate a vehicle in a predetermined direction in which an occupant is less likely to suffer from a negative injury, thereby reducing the burden on the occupant during a collision (see, for example, patent document 1). Further, there has been proposed a vehicle motion control device which determines an obstacle in advance with respect to a vehicle, adds various kinds of travel information to accurately reflect the operation and intention of a driver in the avoidance travel as a whole, and appropriately operates a control device for naturally operating each vehicle, thereby enabling the vehicle to appropriately perform the avoidance travel (for example, see patent document 2). Further, there has been proposed a vehicle control device that can estimate the possibility of a preceding vehicle leaving a travel path by comparing a travel state of the preceding vehicle in front of the vehicle detected by a detection unit with travel path information in front of the vehicle acquired by an acquisition unit (see, for example, patent document 3).

Documents of the prior art

Patent document

Patent document 1: japanese patent laid-open publication No. 2006-273266

Patent document 2: japanese laid-open patent publication No. 2008-18832

Patent document 3: japanese laid-open patent publication No. 2006-240444

Disclosure of Invention

Problems to be solved by the invention

In recent years, as research on automatic driving of vehicles has advanced, high safety performance for avoiding collision with an obstacle on a road has been required. In particular, when avoiding a collision with an unexpected obstacle on a road, it is sometimes difficult to avoid the collision by stopping the vehicle only with the brake.

The present invention has been made in view of the above circumstances, and an object thereof is to provide a vehicle control system that avoids a collision with an obstacle on a road by distributing driving force in a vehicle.

Means for solving the problems

(1) The present invention is a vehicle control system (for example, a vehicle control system 1 described later) including an automated driving control unit (for example, an automated driving control unit 11 described later) that performs automated driving control of a vehicle, the vehicle control system including: an obstacle recognition unit (e.g., an obstacle recognition unit 12 described later) that recognizes whether or not an obstacle is present in front of the vehicle; a stop possibility determination unit (e.g., a stop possibility determination unit 13 described later) that determines whether or not the vehicle can stop without colliding with the obstacle, based on an inter-vehicle distance between the vehicle and the obstacle and a vehicle speed; and an excessive driving force distribution control portion (e.g., AWD63 described later) that distributes a driving force exceeding a tire gripping force to rear wheel drive wheels of the vehicle when the stop possibility determination portion determines that the vehicle is not able to stop.

(2) Preferably, in the vehicle control system according to (1), the vehicle control system includes a regeneration control unit (e.g., AWD63 described later) that performs control to regenerate at front wheels of the vehicle when the excessive driving force distribution control unit performs control to distribute driving force exceeding a tire gripping force to rear wheel driving wheels of the vehicle.

(3) Preferably, in the vehicle control system according to (1) or (2), the vehicle control system includes a brake steering control unit (e.g., EPS 61, ESB 64 described later) that controls at least one of braking and steering when the super-drive force distribution control unit performs control for distributing the drive force of the super-tire grip to the rear-wheel drive wheels of the vehicle.

Effects of the invention

According to the present invention, it is possible to provide a vehicle control system that avoids a collision with an obstacle on a road by distributing driving force in a vehicle.

Drawings

Fig. 1 is a diagram showing a configuration of a vehicle control system according to an embodiment of the present invention.

Fig. 2 is a flowchart showing the steps of a process of the drive force distribution control when avoiding a collision with an obstacle on the road.

Description of the reference symbols

1 vehicle control system

10 ECU (Driving force distribution control part)

11 automatic driving control part

12 obstacle recognition unit

13 stop possibility determination unit

61 EPS (brake steering control part)

63 AWD (ultra Driving force distribution control part, regeneration control part)

64 ESB (brake steering control part)

Detailed Description

An embodiment of the present invention will be described in detail below with reference to the drawings.

Fig. 1 is a diagram showing a configuration of a vehicle control system 1 according to an embodiment of the present invention. The vehicle on which the vehicle control system 1 of the present embodiment is mounted is constituted by, for example, an electric vehicle that can be four-wheel driven. As will be described in detail later, the vehicle control system 1 of the present embodiment has a configuration capable of automatically controlling the driving of the vehicle, and is capable of realizing automatic driving corresponding to level 3 defined by the state-of-the-art traffic province.

As shown in fig. 1, the Vehicle control system 1 includes an ECU (electronic control unit) 10, an external sensor device 20, an HMI (Human Machine Interface) 30, a navigation device 40, a Vehicle sensor 50, an EPS (Electric power Steering) 61, a VSA (Vehicle Stability Assist system) 62, an AWD (all-wheel drive) 63, an ESB (Electric Servo Brake) 64, a driving force output device 71, a Brake device 72, and a Steering device 73.

The environment sensor device 20 includes a camera 21, a Radar (Radar)22, and a Lidar (Lidar) 23.

The camera 21 is provided at least at one arbitrary portion of the vehicle, and captures the periphery of the vehicle to acquire image information. The camera 21 is a monocular camera or a stereo camera, and a digital camera using a solid-state imaging device such as a CCD (charge coupled device) or a CMOS (complementary metal oxide semiconductor) can be used.

The radar 22 is provided at least at one arbitrary portion of the vehicle, and detects the position (distance and direction) of an object present around the vehicle. Specifically, the radar 22 irradiates electromagnetic waves such as millimeter waves around the vehicle, and detects reflected waves of the irradiated electromagnetic waves reflected by the object, thereby detecting the position of the object.

The laser radar 23 is provided at least at one arbitrary portion of the vehicle, and detects the position (distance and direction) and properties of an object existing around the vehicle. Specifically, the laser radar 23 irradiates electromagnetic waves (electromagnetic waves such as ultraviolet light, visible light, and near infrared light) having a wavelength shorter than a millimeter wave in a pulse shape around the vehicle, and detects scattered waves of the irradiated electromagnetic waves scattered by an object, whereby the position and properties of the object existing at a longer distance can be detected than the radar 22.

The external sensor device 20 functions as an advanced Driver assistance system (adas). Specifically, the external sensor device 20 comprehensively evaluates the respective pieces of information acquired by the camera 21, the radar 22, the laser radar 23, and the like described above by using a sensor fusion technique, and outputs more accurate information to the ECU 10 described in detail later.

The HMI30 is an interface that presents various information to the driver and the like and accepts an input operation by the driver and the like. The HMI30 includes, for example, a display device, a seat belt device, a steering wheel contact sensor, a driver monitor camera, various operation switches, and the like, all of which are not shown.

The display device is, for example, a touch panel display device that displays an image and accepts an operation by a driver or the like. The seatbelt device is configured to include, for example, a seatbelt pretensioner, and to vibrate a seatbelt to notify or warn a driver when switching from automatic driving to manual driving is performed without depending on the intention of the driver due to, for example, a vehicle failure. The steering wheel contact sensor is provided in a steering wheel of a vehicle, and detects contact between a driver and the steering wheel and a pressure of the driver holding the steering wheel. The driver monitoring camera shoots the face and the upper half of the body of the driver. The various operation switches include, for example, a GUI (graphical user interface) type or mechanical type automatic driving changeover switch that instructs start and stop of automatic driving. The HMI30 may also include various communication devices having a communication function with the outside.

The Navigation device 40 includes a GNSS (Global Navigation Satellite System) receiving unit 41, a route specifying unit 42, and a Navigation storage unit 43. The navigation device 40 includes a display device, a speaker, an operation switch, and the like for the driver or the like to use the navigation device 40 in the HMI 30.

The GNSS receiver 41 specifies the position of the vehicle based on the received signals from the GNSS satellites. However, the position of the vehicle may be specified based on the acquired information from the vehicle sensor 50, which will be described in detail later.

The route specification unit 42 specifies a route from the position of the own vehicle specified by the GNSS reception unit 41 to a destination input by the driver or the like, for example, with reference to map information stored in a navigation storage unit 43 described later in detail. The route specified by the route specifying unit 42 is used as a guidance route for the driver or the like by using the display device, the speaker, and the like in the HMI 30.

The navigation storage Unit 43 stores high-precision Map information MPU (Map Position Unit). The map information includes, for example, the type of road, the number of lanes of the road, the position of an emergency parking area, the width of a lane, the gradient of the road, the position of the road, the curvature of a lane turn, the position of a junction and a branch point of the lane, information such as a road sign, position information of an intersection, information on the presence or absence of a traffic signal, position information of a stop line, congestion information, other vehicle information, and the like.

The navigation device 40 may be configured by a terminal device such as a smartphone or a tablet terminal. The navigation device 40 includes various cellular networks, a vehicle-mounted dedicated communication Unit TCU (terminal control Unit), and the like, which are not shown, and can transmit and receive data to and from a cloud server and the like. Thus, the map information can be updated at any time, in addition to the transmission of the vehicle position information and the like to the outside.

The vehicle sensor 50 includes a plurality of sensors for detecting various operations of the vehicle. For example, the vehicle sensor 50 includes the following sensors and the like: a vehicle speed sensor that detects a speed (vehicle speed) of the host vehicle; a wheel speed sensor that detects a speed of each wheel of the host vehicle; a front-rear acceleration sensor that detects acceleration/deceleration of the vehicle; a lateral acceleration sensor that detects a lateral acceleration of the host vehicle; a yaw rate sensor that detects a yaw rate of the host vehicle; an orientation sensor that detects a direction of the host vehicle; and a gradient sensor that detects a gradient at which the host vehicle is located.

The vehicle sensor 50 includes a plurality of sensors for detecting the operation amounts of various operation devices. For example, the vehicle sensor 50 includes the following sensors and the like: an accelerator pedal sensor that detects the amount of depression (opening) of an accelerator pedal; a steering angle sensor that detects an operation amount (steering angle) of a steering wheel; a torque sensor that detects a steering torque; a brake pedal sensor that detects a stepping amount of a brake pedal; and a shift sensor that detects a position of the shift lever.

The EPS 61 is a so-called electric power steering device. The EPS 61 includes an EPS-ECU (not shown), and changes the direction of the vehicle (steered wheels) by controlling a steering device 73, which will be described later, in accordance with a control command output from the ECU 10, which will be described later in detail.

The VSA62 is a so-called vehicle behavior stabilization control device. The VSA62 includes a VSA-ECU, not shown, and has the following functions: an ABS (antilock brake system) function that prevents locking of the wheels at the time of braking operation; a TCS (traction control system) function of preventing the spin of the wheel at the time of acceleration or the like; a function of suppressing sideslip during turning; and a function of performing emergency braking control regardless of a braking operation of the driver at the time of collision of the host vehicle. In order to realize these functions, the VSA62 assists the stabilization of the operation of the vehicle by adjusting the brake fluid pressure generated by the ESB 64, which will be described later.

Specifically, the VSA62 controls the brake device 72 described later based on the vehicle speed, the steering angle, the yaw rate, the lateral acceleration, and the like detected by the vehicle speed sensor, the steering angle sensor, the yaw rate sensor, and the lateral acceleration sensor described above. Specifically, by controlling a hydraulic unit that supplies a brake hydraulic pressure to a brake cylinder of each of the front, rear, left, and right wheels, the braking force of each wheel is individually controlled, and the running stability is improved.

The AWD63 is a so-called four-wheel drive free control system, and functions as a drive force distribution control unit. That is, the AWD63 includes an AWD-ECU, not shown, and controls the right and left driving forces of the front and rear wheels so as to be distributed freely. Specifically, the AWD63 changes the distribution of the driving force between the front, rear, left, and right wheels by controlling electromagnetic clutches, driving motors, and the like in the front, rear, left, and right driving force distribution means based on the vehicle speed, the steering angle, the yaw rate, the lateral acceleration, and the like detected by the vehicle speed sensor, the steering angle sensor, the yaw rate sensor, and the lateral acceleration sensor.

As will be described in detail later, the AWD63 functioning as the drive force distribution control unit performs the following control when it is impossible to stop before colliding with an obstacle on the road, for example, by the braking force of the brake device 72: the driving force exceeding the tire grip force is distributed to the rear wheel drive wheel of the vehicle, and further, regeneration is performed at the rear wheel of the vehicle.

The ESB 64 includes an ESB-ECU (not shown), and controls a brake device 72 described later based on a control command output from the ECU 10 described later in detail, thereby generating a braking force for the wheels.

The driving force output device 71 is constituted by a motor or the like as a driving source of the vehicle. The driving force output device 71 generates a running driving force (torque) for running the vehicle in accordance with a control command output from the ECU 10, which will be described later in detail, and transmits the running driving force (torque) to each wheel via a transmission.

The brake device 72 is constituted by an electric servo brake using a hydraulic brake, for example. The brake device 72 brakes the wheels in accordance with a control command output from the ECU 10 described later in detail.

The steering device 73 changes the direction of the wheels (steered wheels) under the control of the EPS 61.

Next, the ECU 10 provided in the vehicle control system 1 according to the present embodiment will be described in detail.

As shown in fig. 1, the ECU 10 includes an automatic driving control unit 11, an obstacle recognition unit 12, a stop possibility determination unit 13, a μ estimation unit 14, a storage unit 15, a maximum friction force calculation unit 16, a driving force acquisition unit 17, and a brake steering control unit 18.

The automatic driving control unit 11 includes a first CPU (central processing unit) 111 and a second CPU 112.

The first CPU 111 includes an external environment recognition unit 113, a vehicle position recognition unit 114, an action plan generation unit 115, and an abnormality determination unit 116.

The environment recognizing unit 113 recognizes an object (recognition target object) from various information acquired by the environment sensing device 20 and recognizes the position of the object. Specifically, the external recognition unit 113 recognizes an obstacle, a road shape, a traffic signal, a guardrail, a utility pole, a nearby vehicle (including a traveling state such as a speed and an acceleration, and a parking state), a lane marker, a pedestrian, and the like, and recognizes the position thereof.

The vehicle position recognition unit 114 recognizes the current position and posture of the vehicle based on the position information of the vehicle measured by the navigation device 40 and the various sensor information detected by the vehicle sensor 50. Specifically, the vehicle position recognition unit 114 recognizes the traveling lane on which the vehicle is traveling by comparing the map information with the image acquired by the camera 21, and recognizes the relative position and posture of the vehicle with respect to the traveling lane.

The action plan generating unit 115 generates an action plan of automatic driving until the vehicle reaches a destination or the like. Specifically, the action plan generating unit 115 generates an action plan for automated driving so as to be able to travel on the route specified by the route specifying unit 42 while corresponding to the situation of the vehicle and the surrounding situation, based on the external information recognized by the external recognition unit 113 and the vehicle position information recognized by the vehicle position recognition unit 114.

Specifically, the action plan generating unit 115 generates a target trajectory on which the host vehicle will travel. More specifically, the action plan generating unit 115 generates a plurality of candidates of target tracks, and selects a target track most suitable at that time from the viewpoint of safety and efficiency. When the abnormality determination unit 116, which will be described in detail later, determines that the driver or the vehicle is in an abnormal state, the action plan generation unit 115 generates an action plan for stopping the vehicle at a safe position (an emergency stop zone, a roadside zone, a parking area, or the like), for example.

The abnormality determination unit 116 determines whether or not at least one of the driver and the host vehicle is in an abnormal state. The abnormal state of the driver includes, for example, a state in which the physical condition is deteriorated, the driver is asleep, or a state in which consciousness is unclear due to illness or the like. The abnormal state of the host vehicle refers to a failure of the host vehicle or the like.

Specifically, the abnormality determination unit 116 determines the abnormal state of the driver by analyzing the image acquired by the driver monitoring camera. Further, the abnormality determination unit 116 determines that the driver is in the abnormal state when, for example, when the automatic driving is forcibly switched to the manual driving without depending on the intention of the driver due to a failure of the host vehicle or the like, the manual driving operation of the driver is not detected despite the fact that the driver is notified of a warning for a predetermined number of times or more by a display, a sound, a vibration of a seatbelt, or the like. The manual driving operation of the driver is detected by the steering wheel contact sensor, the accelerator pedal sensor, the brake pedal sensor, and the like described above.

The abnormality determination unit 116 checks whether or not the vehicle has a failure based on the various sensor information acquired by the vehicle sensor 50 and the like, and determines that the vehicle is in an abnormal state when the failure is detected.

The second CPU 112 includes a vehicle control unit 117. The external information, the vehicle position information, the action plan, and the abnormality information acquired by the first CPU 111 are input to the vehicle control unit 117 constituting the second CPU 112.

The vehicle control unit 117 starts/stops the automated driving based on the automated driving start/stop signal input from the automated driving changeover switch. The vehicle control unit 117 controls the driving force output device 71, the brake device 72, and the steering device 73 so that the vehicle travels at the target speed in accordance with the target trajectory generated by the action plan generation unit 115, using the EPS 61, the VSA62, the AWD63, the ESB 64, and the like.

The obstacle recognition unit 12 recognizes that an obstacle exists in front of the vehicle based on the positions of the objects detected by the radar 22 and the laser radar 23.

The stop availability determination unit 13 calculates the inter-vehicle distance between the vehicle and the obstacle based on the positions of the objects detected by the radar 22 and the laser radar 23. The stop availability determination unit 13 acquires the vehicle speed of the vehicle detected by the vehicle sensor 50. Then, the stop availability determination unit 13 determines whether or not the vehicle can be stopped by the braking force of the brake device 72 on the wheels before the collision with the obstacle, based on the calculated inter-vehicle distance between the vehicle and the obstacle and the acquired vehicle speed of the vehicle.

The μ estimation unit 14 estimates a friction coefficient μ of a road surface on which the host vehicle travels. The μ estimation unit 14 estimates the friction coefficient μ at every predetermined cycle while the host vehicle is traveling, regardless of whether the host vehicle is under automatic driving control or manual driving control. As a specific method of estimating the friction coefficient μ, for example, the friction coefficient μ is estimated from the vehicle speed acquired by a vehicle speed sensor and the wheel speed of the wheel acquired by a wheel speed sensor. Alternatively, the friction coefficient μ is estimated from the vehicle speed acquired by the vehicle speed sensor, the steering angle acquired by the steering angle sensor, and the yaw rate acquired by the yaw rate sensor. However, the μ estimation method is not limited to these.

The maximum friction force calculation unit 16 calculates the maximum friction force between the wheels of the host vehicle and the road surface based on the friction coefficient μ estimated by the μ estimation unit 14. Specifically, the friction circle is determined by referring to the relationship between the friction coefficient μ and the size of the friction circle, which is stored in advance, based on the friction coefficient μ estimated by the μ estimation unit 14. From this, the maximum frictional force at which the wheel does not excessively slip is calculated.

Here, the vehicle can be considered to travel while a minute slip is constantly generated at the drive wheels on a dry road surface in a high μ state. Therefore, the "super-slip" in the present embodiment means a slip other than such a slight slip.

The storage unit 15 stores the friction coefficient μ estimated by the μ estimation unit 14 in the automatic driving control and the maximum friction force calculated by the maximum friction force calculation unit 16 based on the estimated friction coefficient μ. More specifically, the storage section 15 stores, for example, the friction coefficient μ estimated at the time of distribution of the driving force exceeding the tire grip force to the rear wheel drive wheel and the maximum friction force.

The driving force acquisition unit 17 calculates and acquires a required driving force of the vehicle. Specifically, the driving force acquisition unit 17 acquires the required driving force output from the output shaft using a map or the like stored in advance, based on the vehicle speed acquired by the vehicle speed sensor, the accelerator pedal operation amount acquired by the accelerator pedal sensor, the brake pedal operation amount acquired by the brake pedal sensor, and the like.

Next, the control executed by the vehicle control system 1 having the above configuration according to the present embodiment, and the drive force distribution control for distributing the drive force to avoid a collision with an obstacle on the road, for example, will be described in detail with reference to fig. 2.

Here, fig. 2 is a flowchart showing the steps of the process of the drive force distribution control when avoiding a collision with an obstacle on the road. The driving force distribution control process shown in fig. 2 is repeatedly executed at a predetermined cycle in the automatic driving control.

In step S1, the obstacle recognition unit 12 determines whether or not there is an obstacle in front of the vehicle based on the position of the object detected by the laser radar 23. If the determination is yes, the process proceeds to step S2, and if the determination is no, the process is terminated.

In step S2, the stop possibility determination unit 13 determines whether or not the vehicle can be stopped before colliding with the obstacle determined in step S1 by the braking force of the brake device 72. If the determination is yes, the process proceeds to step S5, and if the determination is no, the process proceeds to step S3.

In step S3, the automatic driving control unit 11 determines whether there is a space around the vehicle where the avoidance operation is performed, based on the position of the object detected by the camera 21, the radar 22, and the laser radar 23, and the acquired image information of the periphery of the vehicle. If the determination is yes, the process proceeds to step S4, and if the determination is no, the process is terminated.

In step S4, the automated driving control unit 11 performs control of avoidance behavior for avoiding a collision with an obstacle.

Specifically, the automatic driving control unit 11 sets the collision reduction braking and the regeneration to be performed by the braking device 72 and the AWD63, generates a deceleration action by reducing the total driving force of the vehicle, controls the steering device 73 so that the vehicle enters the space where the avoidance behavior is performed, and controls the AWD63 so that the driving force of the front and rear wheels is distributed to the front wheels in a large amount and the regeneration is performed at the rear wheels, thereby reducing the friction circle limit of the rear wheels and causing the super-slip of the rear wheels. When the vehicle enters a turning state in the avoidance behavior in the turning state due to the excessive slipping of the rear wheels, the automatic driving control portion 11 controls the steering device 73 so that the reverse steering operation is engaged so that the vehicle does not turn at all.

In step S5, the automated driving control unit 11 controls the ESB 64 to stop the vehicle, and stops the vehicle by the brake device 72. After the control, the present process is ended.

In step S6, the vehicle is caused to avoid the obstacle by the control of the brake device 72, the AWD63, the steering device 73, and the like in step S4. If it is determined that the vehicle has completely avoided the obstacle, the steering device 73 is controlled to return the steering state to the neutral state. After processing this control, the present process is ended.

According to the vehicle control system of the present embodiment described above, the following effects can be obtained.

According to the vehicle control system of the present embodiment, the automatic driving control unit 11 includes: an obstacle recognition unit 12 that recognizes whether or not an obstacle is present in front of the vehicle; a stop possibility determination unit 13 that determines whether or not the vehicle can stop without colliding with the obstacle, based on the inter-vehicle distance between the vehicle and the obstacle and the vehicle speed; and an AWD63 as an excessive driving force distribution control portion that distributes the driving force exceeding the tire gripping force to rear wheel drive wheels of the vehicle, in a case where the stop availability determination portion determines that the stop is not available.

According to conventional collision reduction braking using a laser radar (lidar), a camera, or the like, it is conceivable that collision is difficult to avoid depending on a braking distance to an obstacle. Even in such a case, it is possible to determine whether or not the avoidance action for avoiding the collision with the obstacle can be performed by causing the rear wheel to superslip by the detection of the laser radar 23, and if the avoidance action can be performed, the driving force can be distributed, and the avoidance action can be performed by causing the rear wheel to superslip and turn with a smaller turning radius.

In addition, in the present embodiment, an AWD63 is provided as a regeneration control unit, and the AWD63 performs control for regenerating the front wheels of the vehicle during the avoidance operation. This makes it possible to suppress occurrence of an over-slip in the front wheels of the vehicle and to perform regeneration by a reduction in the vehicle speed.

In addition, the present embodiment includes the EPS 61 and the ESB 64 as the following brake steering control units. The brake steering control unit performs control for performing operations of braking and steering during the avoidance operation. This enables the avoidance behavior to be reliably performed in a limited space where the avoidance behavior is performed.

The present invention is not limited to the above embodiments, and includes modifications, improvements, and the like within a range that can achieve the object of the present invention.

For example, although the electric vehicle has been described as an example of the vehicle on which the vehicle control system 1 is mounted in the above embodiment, the vehicle control system 1 may be mounted in an engine vehicle, a hybrid vehicle, a fuel cell vehicle, or the like.

In addition, when the action is avoided, the regeneration is performed, but the regeneration may not be performed. In addition, during the avoidance behavior, the steering device 73 is controlled so as to return the steering state to the neutral state, but this control may not be performed.

Claims

1. A vehicle control system including an automatic drive control unit that performs automatic drive control of a vehicle,

the automatic driving control unit includes:

an obstacle recognition unit that recognizes whether or not an obstacle is present in front of the vehicle;

a stop possibility determination unit that determines whether or not the vehicle can stop without colliding with the obstacle, based on a vehicle-to-vehicle distance between the vehicle and the obstacle and a vehicle speed; and

and an excessive driving force distribution control unit that distributes driving force exceeding a tire grip force to rear wheel driving wheels of the vehicle when the stop availability determination unit determines that the vehicle is not available for stop.

2. The vehicle control system according to claim 1,

the vehicle control system includes a regeneration control unit that performs control for regenerating the front wheels of the vehicle when the excessive driving force distribution control unit performs control for distributing driving force exceeding a tire grip force to the rear wheel driving wheels of the vehicle.

3. The vehicle control system according to claim 1 or 2, wherein,

the vehicle control system includes a brake steering control unit that controls at least one of braking and steering when the over-drive-force distribution control unit performs control for distributing drive force exceeding a tire grip force to rear-wheel drive wheels of the vehicle.