JP2019119260A - Vehicle control device - Google Patents

Abstract

To provide a vehicle control device that hardly gives a feeling of strangeness to a driver while reducing calculation loads.SOLUTION: A vehicle control device (100) comprises: a peripheral target detection part (10a); a target travel route calculation part (10c) that calculates a target travel route in a first period of time from a present time; a corrected travel route calculation part (10d) that calculates a corrected travel route in a second period of time shorter than the first period of time, determined by correcting the target travel route; a main control part (10f); a backup control part (10e) that changes a control signal from the main control part (10f) on the basis of a predetermined condition. The corrected travel route calculation part is configured to set an upper limit line of allowable relative speed with respect to a near target when the near target is detected on the travel route in the second period of time and to calculate the corrected travel route. The backup control part changes the corrected travel route in response to a remote target when the near target is not detected but the remote target is detected on the travel route in the first period of time subsequent to the second period of time.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle control device, and more particularly to a vehicle control device for assisting a driver in driving a vehicle.

  The vehicle control apparatus is described in Unexamined-Japanese-Patent No. 2010-155545 (patent document 1). This vehicle control device selects and optimizes either braking avoidance (only brake operation) or steering avoidance (only steering operation) according to the inter-vehicle distance with other vehicles at the time of emergency avoidance of an obstacle. The processing is used to calculate the target travel route. In this vehicle control device, when the braking avoidance is selected, the calculation conditions are simplified only to the motion in the vertical direction (the vehicle longitudinal direction). In addition, when the steering avoidance is selected, the calculation condition is simplified only to the movement in the lateral direction (the vehicle width direction). As described above, in this technology, since the calculation load is reduced in an emergency, it is possible to shorten the calculation time while securing high calculation accuracy.

JP, 2010-155545, A

  However, in the invention described in Patent Document 1, the avoidance of the obstacle is restricted to either the braking avoidance or the steering avoidance, so that the traveling route of the vehicle selected by the vehicle control device is not necessarily appropriate. In such a case, there is a problem that the driver feels a strong sense of incongruity.

  The present invention has been made to solve such a problem, and it is an object of the present invention to provide a vehicle control device that is less likely to give a sense of discomfort to the driver while reducing the calculation load of the vehicle control device.

  In order to solve the problems described above, the present invention is a vehicle control device for assisting a driver to drive a vehicle, and a peripheral target detection unit for detecting a target present on a traveling route of the host vehicle; A target travel route calculation unit that calculates a target travel route on which the vehicle travels in a first period from the current time, and a target travel route calculated by the target travel route calculation unit are corrected to be more than the first period. A corrected traveling route calculation unit that calculates a corrected traveling route traveling in a short second period; and a main control unit that outputs a control signal for traveling on the corrected traveling route calculated by the corrected traveling route calculation unit; And a backup control unit that changes the control signal from the main control unit based on a predetermined condition, and the correction travel route calculation unit is configured to drive the travel route traveled within the second period by the peripheral target detection unit. When a close target object to be avoided is detected, the upper limit line of the allowable relative speed at which the vehicle can travel is set for the close target object, and the target travel path is corrected based on the upper limit line. The backup control unit is configured to calculate the correction traveling route, and the backup control unit does not detect a close target object to be avoided on the traveling route traveling in the second period, but the backup control unit is later than the second period. When the distant target to be avoided is detected on the traveling route traveling within the first period, the corrected traveling route is changed according to the detected distant target.

  According to the present invention configured as described above, the target travel route calculation unit calculates a target travel route on which the vehicle travels in the first period from the present time. The corrected travel route calculation unit can drive the vehicle with respect to the proximity target when the proximity target to be avoided is detected on the travel route traveling in the second period shorter than the first period. The upper limit line of the allowable relative speed is set, the target travel route is corrected based on the upper limit line, and the corrected travel route is calculated. As described above, when there is a close target object to be avoided, a correction travel path obtained by correcting the target travel path is calculated, so that the calculation load of the vehicle control device can be reduced. Furthermore, although a close target object to be avoided is not detected on the traveling route traveling in the second period, it is avoided on the traveling route traveling in the first period after the second period. In the case where the distant target is detected, the backup control unit changes the correction traveling route according to the detected remote target. For this reason, it is possible to cope with the distant target existing ahead of the section where the correction travel route is calculated, with a sufficient margin, and it is possible to reduce the uncomfortable feeling given to the driver by the driving support.

  In the present invention, preferably, the backup control unit changes the corrected traveling route so as to reduce the traveling speed of the host vehicle when the distant target is detected.

  According to the present invention configured as described above, when the distant target is detected, the backup control unit changes the correction traveling route so as to lower the traveling speed of the own vehicle, so that the distance is distant with a margin. The target can be avoided, and the driver assistance can reduce the discomfort given to the driver.

  In the present invention, preferably, when the distant target is detected, the backup control unit informs the driver that there is a target to be avoided on the distant traveling route.

  According to the present invention configured as described above, when the distant target is detected, the driver is informed that the target to be avoided is present on the distant traveling route, so that the driver is notified. In this case, it is possible to alert the user to a distant target and reduce the discomfort due to the change in the correction travel route.

  In the present invention, preferably, the backup control unit does not change the corrected travel route when the relative speed between the distant target and the vehicle is equal to or less than a predetermined value.

  A distant target with a low relative velocity with respect to the traveling vehicle is likely to be a leading vehicle, and there is a long time before a driving action is required to avoid this. According to the present invention configured as described above, when the relative velocity between the distant target and the vehicle is equal to or less than the predetermined value, the correction travel route is not changed, and no action is required at this time. It is possible to prevent the driver from having a strong sense of incongruity because the correction travel route is changed for the distant target.

  According to the vehicle control device of the present invention, it is possible to make it difficult for the driver to feel discomfort while reducing the calculation load in the vehicle control device.

It is a block diagram of a vehicle control device by an embodiment of the present invention. It is a figure which shows the detail of the driver | operator operation part of the vehicle control apparatus by embodiment of this invention. It is a control block diagram of a vehicle control device according to an embodiment of the present invention. It is explanatory drawing of the 1st travel path calculated by the vehicle control apparatus by embodiment of this invention. It is explanatory drawing of the 2nd driving | running route calculated by the vehicle control apparatus by embodiment of this invention. It is explanatory drawing of the 3rd driving | running | working path calculated by the vehicle control apparatus by embodiment of this invention. It is explanatory drawing of obstacle avoidance by correction | amendment of the driving | running route in the vehicle control apparatus by embodiment of this invention. FIG. 6 is an explanatory view showing a relationship between an allowable upper limit value of passing speed between an obstacle and a vehicle and clearance when avoiding the obstacle in the vehicle control device according to the embodiment of the present invention. It is explanatory drawing of the vehicle model in the vehicle control apparatus by embodiment of this invention. 6 is a flowchart showing a procedure of generating a control signal based on input information from a camera outside the vehicle and other sensors in the vehicle control device according to the embodiment of the present invention. FIG. 7 is a view showing an example of a situation in which the correction travel route is changed in the vehicle control device according to the embodiment of the present invention.

  Hereinafter, a vehicle control device according to an embodiment of the present invention will be described with reference to the attached drawings. First, the configuration of the vehicle control device will be described with reference to FIGS. 1 and 2. FIG. 1A is a block diagram of a vehicle control device, FIG. 1B is a diagram showing details of a driver operation unit, and FIG. 2 is a control block diagram of the vehicle control device.

  The vehicle control device 100 according to the present embodiment is configured to provide different driving support control to the vehicle 1 (see FIG. 3 etc.) equipped with the vehicle according to a plurality of driving support modes. The driver can select a desired driving support mode from a plurality of driving support modes.

  As shown in FIG. 1A, a vehicle control apparatus 100 is mounted on a vehicle 1 and includes user inputs for a vehicle control calculation unit (ECU) 10, a plurality of sensors and switches, a plurality of control systems, and a driving support mode. A driver operation unit 35 for performing the operation is provided. A plurality of sensors and switches include a camera 20 outside the vehicle, a camera 21 and a millimeter wave radar 22 as a front camera, and a plurality of behavior sensors (vehicle speed sensor 23, acceleration sensor 24, yaw rate sensor 25) for detecting the behavior of the vehicle. A plurality of behavior sensors (steering angle sensor 26, accelerator sensor 27, brake sensor 28) for detecting the behavior of the driver, a positioning system 29, and a navigation system 30 are included. Further, the plurality of control systems include an engine control system 31, a brake control system 32, and a steering control system 33.

  As shown in FIG. 1B, the driver operation unit 35 is provided in the compartment of the vehicle 1 so as to be operable by the driver, and driving for selecting a desired driving support mode from a plurality of driving support modes. It functions as a support mode setting unit. The driver operation unit 35 is provided with an ISA switch 36a for setting a speed limit mode, a TJA switch 36b for setting a preceding vehicle follow-up mode, and an ACC switch 36c for setting an automatic speed control mode. ing. Further, the driver operation unit 35 is provided with a distance setting switch 37a for setting an inter-vehicle distance in the preceding vehicle follow-up mode, and a vehicle speed setting switch 37b for setting a vehicle speed in an automatic speed control mode or the like. .

  The ECU 10 shown in FIG. 1A is configured by a computer provided with a CPU, a memory for storing various programs, an input / output device and the like. The ECU 10 controls the engine control system 31, the brake control system 32, and the steering control system 33 based on the driving support mode selection signal and the set vehicle speed signal received from the driver operation unit 35, and the signals received from the plurality of sensors and switches. On the other hand, it is possible to output request signals for appropriately operating the engine system, the brake system, and the steering system.

  The outdoor camera 20 captures an image of the front of the vehicle 1 and outputs the captured image data. The ECU 10 identifies an object (for example, a vehicle, a pedestrian, a road, a lane line (white line, yellow line), a traffic signal, a traffic sign, a stop line, an intersection, an obstacle, etc.) based on image data. Do. In addition, an outdoor camera for capturing an image of the side or the rear of the vehicle 1 can be provided. Furthermore, in the present embodiment, a vehicle interior camera 21 for capturing an image of a driver in operation is also provided in the vehicle. The ECU 10 may acquire information on the object from the outside via the on-vehicle communication device by traffic infrastructure, inter-vehicle communication, or the like.

  The millimeter wave radar 22 is a measurement device that measures the position and speed of an object (in particular, a preceding vehicle, a parked vehicle, a pedestrian, an obstacle, etc.), and transmits radio waves (transmission waves) toward the front of the vehicle 1 And the reflected wave generated by the transmission wave being reflected by the object. Then, the millimeter wave radar 22 measures the distance between the vehicle 1 and the object (for example, the distance between the vehicles) and the relative velocity of the object with respect to the vehicle 1 based on the transmission wave and the reception wave. In the present embodiment, the millimeter wave radar 22 includes a forward radar that detects an object in front of the vehicle 1, a side radar that detects an object of a lateral object, and an object behind the vehicle 1 An aft radar is provided to detect Also, in place of the millimeter wave radar 22, a laser radar, an ultrasonic sensor or the like may be used to measure the distance to the object and the relative velocity. Also, a plurality of sensors may be used to construct a position and velocity measurement device.

The vehicle speed sensor 23 detects the absolute speed of the vehicle 1.
The acceleration sensor 24 detects the acceleration of the vehicle 1 (longitudinal acceleration in the longitudinal direction, lateral acceleration in the lateral direction). The acceleration includes an acceleration side (positive) and a deceleration side (negative).
The yaw rate sensor 25 detects the yaw rate of the vehicle 1.
The steering angle sensor 26 detects the rotation angle (steering angle) of the steering wheel of the vehicle 1.
The accelerator sensor 27 detects the depression amount of the accelerator pedal.
The brake sensor 28 detects the depression amount of the brake pedal.

The positioning system 29 is a GPS system and / or a gyro system, and detects the position of the vehicle 1 (current vehicle position information).
The navigation system 30 stores map information inside, and can provide the ECU 10 with map information. The ECU 10 specifies a road, an intersection, a traffic signal, a building, etc. existing around the vehicle 1 (particularly, ahead of the traveling direction) based on the map information and the current vehicle position information. Map information may be stored in the ECU 10.

  The engine control system 31 is a controller that controls the engine of the vehicle 1. When it is necessary to accelerate or decelerate the vehicle 1, the ECU 10 outputs, to the engine control system 31, an engine output change request signal for requesting a change in engine output so as to obtain the target acceleration / deceleration.

  The brake control system 32 is a controller for controlling a brake system of the vehicle 1. When it is necessary to decelerate the vehicle 1, the ECU 10 outputs, to the brake control system 32, a brake request signal that requests generation of a braking force to the vehicle 1 so as to obtain the target acceleration / deceleration.

  The steering control system 33 is a controller that controls a steering device of the vehicle 1. When it is necessary to change the traveling direction of the vehicle 1, the ECU 10 outputs, to the steering control system 33, a steering direction change request signal that requests a change in the steering direction so as to obtain the target steering angle.

  As shown in FIG. 2, the ECU 10 functions as an input processing unit 10a, a target target selection unit 10b, a target travel route calculation unit 10c, a correction travel route calculation unit 10d, a backup control unit 10e, and a main control unit 10f. It has one CPU. In the present embodiment, although a single CPU is configured to execute a plurality of the above functions, the present invention is not limited to this, and a plurality of CPUs can be configured to execute these functions.

  The input processing unit 10a is configured to process input information input from the camera 20 outside the vehicle, other sensors, and the driver operation unit 35. The input processing unit 10a functions as an image analysis unit that analyzes an image of the outdoor camera 20 obtained by capturing an image of a traveling road surface and detects a traveling lane (divisions on both sides of the lane) in which the host vehicle is traveling. In addition, the input processing unit 10a is configured to recognize a peripheral target existing around the host vehicle based on an input signal from a sensor such as the millimeter wave radar 22 or analysis of an image of the camera 20 outside the vehicle. ing. Therefore, the input processing unit 10a functions as a peripheral target detection unit that detects targets present on the travel route of the host vehicle. In the present embodiment, the input processing unit 10a is configured to recognize about 35 types of objects as peripheral targets based on the input information. In addition, the peripheral target detection unit is configured to detect a target present in a range where the host vehicle traveling at the current vehicle speed reaches within the first period from the present time. In the present embodiment, the first period is set to about 6 seconds.

  The target target selecting unit 10b is configured to select a target target related to driving assistance of the host vehicle from among a large number of peripheral targets recognized by the input processing unit 10a. For example, surrounding vehicles existing in the traveling direction of the host vehicle, road signs, pedestrian crossings, pedestrians, and the like are selected by the target target selecting unit 10b as target targets. In the present embodiment, the target target selection unit 10b is configured to select about five targets as the target targets from among the approximately 35 types of targets recognized by the input processing unit 10a. There is. The target object selected by the target object selection unit 10b is changed according to the traveling state of the vehicle and the set driving support mode.

  The target travel route calculation unit 10 c calculates a target travel route along which the vehicle 1 travels in the first period, based on input information from the millimeter wave radar 22, the camera outside the vehicle 21, and other sensors. Is configured.

  The corrected travel route calculation unit 10d corrects the target travel route calculated by the target travel route calculation unit 10c, and the corrected travel route in the range in which the host vehicle 1 travels in the second period shorter than the first period. It is configured to calculate. For example, the correction travel route calculation unit 10d sets an upper limit line of allowable relative speeds at which the vehicle can travel with respect to the target object to be avoided selected by the target target selection unit 10b, and satisfies the upper limit line. Thus, the target travel route calculated by the target travel route calculation unit 10c is corrected. In the present embodiment, the second period is set to about 3 seconds.

  Furthermore, the correction travel route calculation unit 10d selects a travel route that satisfies a predetermined restriction condition from among travel routes that satisfy the upper limit line of the allowable relative speed at which the vehicle can travel. Furthermore, the correction travel route calculation unit 10d is configured to determine, from among the selected travel routes, a travel route with which the predetermined evaluation function is minimized as an optimal correction travel route. That is, the corrected travel route calculation unit 10d corrects the target travel route based on the upper limit line, the predetermined evaluation function, and the predetermined constraint conditions to calculate the corrected travel route. Further, in the present embodiment, different constraint conditions for determining the optimum correction travel route are set in accordance with the selected driving support mode or the driving situation by the driver.

The main control unit 10 f outputs a control signal for traveling on the corrected traveling route calculated by the corrected traveling route calculation unit 10 d. In addition, the backup control unit 10 e changes the control signal from the main control unit 10 f based on a predetermined condition.
The ECU 10 outputs the control signal output by the main control unit 10 f as a request signal to at least one or more of the engine control system 31, the brake control system 32, and the steering control system 33. When the control signal of the main control unit 10 f is changed by the backup control unit 10 e, the changed control signal is output to each control system.

  Next, the driving support mode provided in the vehicle control device 100 according to the present embodiment will be described. In the present embodiment, four modes are provided as the driving support mode. That is, a speed limit mode which is a driver's steering mode executed by operating the ISA switch 36a, a preceding vehicle tracking mode which is an automatic steering mode executed by operating the TJA switch 36b, and an ACC switch 36c. An automatic speed control mode which is a driver's steering mode to be executed by operation and a basic control mode to be executed when any driving support mode is not selected are provided.

<Preceding vehicle tracking mode>
The preceding vehicle follow-up mode is basically an automatic steering mode in which the vehicle 1 follows the preceding vehicle while maintaining a predetermined inter-vehicle distance between the vehicle 1 and the preceding vehicle according to the vehicle speed. Automatic steering control by 100, speed control (engine control, brake control), obstacle avoidance control (speed control and steering control).

  In the preceding vehicle follow-up mode, different steering control and speed control are performed depending on whether or not detection of both ends of the lane is possible, and whether there is a preceding vehicle. Here, both ends of the lane are both ends of the lane on which the vehicle 1 travels (division lines such as white lines, road ends, curbs, median dividers, guard rails, etc.), and the boundaries between adjacent lanes and sidewalks etc. is there. The input processing unit 10 a included in the ECU 10 detects both ends of the lane from image data captured by the camera 20 outside the vehicle. Further, both ends of the lane may be detected from the map information of the navigation system 30. However, for example, when traveling on a plain where there is no lane instead of the road on which the vehicle 1 is maintained, or when reading failure of image data from the camera outside the vehicle 20, etc. .

  Further, in the present embodiment, the ECU 10 as the leading vehicle detection unit detects the leading vehicle from the image data by the outdoor camera 20 and the measurement data by the front radar of the millimeter wave radar 22. Specifically, the other vehicle traveling in the front is detected as a traveling vehicle based on the image data from the camera outside the vehicle 20. Furthermore, in the present embodiment, when the inter-vehicle distance between the vehicle 1 and the other vehicle is equal to or less than a predetermined distance (for example, 400 to 500 m), the other vehicle is detected as the preceding vehicle. Ru.

  In the following vehicle follow-up mode, regardless of the presence or absence of the preceding vehicle and whether or not detection of both ends of the lane, if the peripheral target object to be avoided is detected by the input processing unit 10a, the target travel route is corrected. An obstacle (surrounding target) is automatically avoided.

<Automatic speed control mode>
The automatic speed control mode is a driver steering mode in which speed control is performed to maintain a predetermined set vehicle speed (constant speed) preset by the driver using the vehicle speed setting switch 37 b. Although automatic speed control (engine control, brake control) is performed by the steering wheel, steering control is not performed. In this automatic speed control mode, the vehicle 1 travels to maintain the set vehicle speed, but may be accelerated beyond the set vehicle speed by depression of the accelerator pedal by the driver. When the driver performs a brake operation, the driver's intention is given priority, and the vehicle speed is reduced from the set vehicle speed. In addition, when it catches up with the preceding vehicle, the speed is controlled so as to follow the preceding vehicle while maintaining the inter-vehicle distance according to the vehicle speed, and when the preceding vehicle ceases to exist, the speed is controlled again to return to the set vehicle speed. Be done.

<Speed limit mode>
The speed limit mode is a driver steering mode in which the speed control is performed so that the vehicle speed of the vehicle 1 does not exceed the speed limit by the speed sign or the set speed set by the driver. With speed control (engine control). The speed limit may be specified by the ECU 10 performing image recognition processing of a speed sign taken by the camera 20 outside the vehicle and image data of a speed indication on the road surface, or may be received by external wireless communication. . In the speed limit mode, even if the driver depresses the accelerator pedal to exceed the speed limit, the vehicle 1 is accelerated only to the speed limit.

<Basic control mode>
Further, the basic control mode is a mode (off mode) when any driving support mode is not selected by the driver operation unit 35, and automatic steering control and speed control by the vehicle control device 100 are performed. Absent. However, when the vehicle 1 may collide with an oncoming vehicle or the like, control for avoiding the collision is executed. In addition, these collision avoidances are similarly performed in the preceding vehicle following mode, the automatic speed control, and the speed limit mode.

  Next, with reference to FIGS. 3 to 5, a plurality of travel routes calculated by the vehicle control device 100 according to the present embodiment will be described. FIGS. 3 to 5 are explanatory diagrams of the first to third travel routes, respectively. In the present embodiment, the target travel route calculation unit 10c included in the ECU 10 is configured to repeatedly calculate the following first travel route R1 to third travel route R3 in time (for example, 0.1 Every second). In the present embodiment, the ECU 10 calculates a travel route until a predetermined first period (for example, 6 seconds) elapses from the current time based on information such as a sensor. The travel route Rx (x = 1, 2, 3) is specified by the target position (Px_k) and the target velocity (Vx_k) of the vehicle 1 on the travel route (k = 0, 1, 2,..., N ). Furthermore, at each target position, target values are specified for a plurality of variables (acceleration, acceleration change amount, yaw rate, steering angle, vehicle angle, etc.) other than the target velocity.

  In addition, the travel route (the first travel route to the third travel route) in FIGS. 3 to 5 is the periphery of a target on which the vehicle 1 travels or a target (an obstacle such as a parked vehicle or a pedestrian) around the travel route. It is calculated based on the shape of the traveling path, the traveling trajectory of the preceding vehicle, the traveling behavior of the vehicle 1, and the set vehicle speed without considering the detection information of the target. As described above, in the present embodiment, since the information of the peripheral target is not considered in the calculation, the overall calculation load of the plurality of travel routes can be suppressed low.

In the following, for easy understanding, each travel route calculated when the vehicle 1 travels on the road 5 including the straight section 5a, the curve section 5b, and the straight section 5c will be described. The road 5 is composed of left and right lanes 5 _L and 5 _R. At the present time, it is assumed that the vehicle 1 is traveling on the lane 5 _L of the straight section 5 a.

(First travel route)
As shown in FIG. 3, the first travel route R1 is set for a predetermined period so as to keep the vehicle 1 traveling in the lane 5 _L , which is a travel path, in accordance with the shape of the road 5. Specifically, the first travel route R1 is set so that the vehicle 1 maintains traveling near the center of the lane 5 _{L in} the straight line segments 5a and 5c, and the vehicle 1 is from the width direction center of the lane 5 _{L in} the curve segment 5b. It is also set to travel on the inside or in side (the center O side of the radius of curvature L of the curve section).

Target traveling path calculator 10c performs the image recognition processing of the image data around the vehicle 1 captured by the vehicle exterior camera 20, detects the lane end portions 6 _L, 6 _R. Both ends of the lane are, as described above, dividing lines (such as white lines) and road shoulders. Furthermore, the target travel route calculation unit 10 c calculates the lane width W of the lane 5 _L and the curvature radius L of the curve section 5 b based on the detected both lane ends 6 _L and 6 _R. The lane width W and the curvature radius L may be acquired from the map information of the navigation system 30. Furthermore, the target travel route calculation unit 10c reads the speed sign S and the speed limit displayed on the road surface from the image data. Note that, as described above, the speed limit may be acquired by wireless communication from the outside.

Target traveling path calculator 10c is straight section 5a, the 5c, the central portion in the width direction of the vehicle 1 the center in the width direction of the lane end portions 6 _L, 6 _R (e.g., center of gravity position) so as to pass through, the A plurality of target positions P1_k of one travel route R1 are set.

On the other hand, the target traveling path calculator 10c is the curve section 5b, in the longitudinal direction of the center position P1_c curve section 5b, sets the widthwise center position of the lane 5 _L maximum displacement amount Ws to the in-side. The displacement amount Ws is calculated based on the curvature radius L, the lane width W, and the width dimension D of the vehicle 1 (a prescribed value stored in the memory of the ECU 10). Then, the target travel route calculation unit 10c sets a plurality of target positions P1_k of the first travel route R1 so as to smoothly connect the center position P1_c of the curve section 5b and the width direction center position of the straight sections 5a and 5c. Before and after entering the curve section 5b, the first travel route R1 may be set on the in-side of the straight sections 5a and 5c.

  The target speed V1_k at each target position P1_k of the first travel route R1 is, in principle, the speed set by the driver using the vehicle speed setting switch 37b of the driver operation unit 35 or a predetermined value preset by the vehicle control device 100. It is set to the set vehicle speed (constant speed). However, when the set vehicle speed exceeds the speed limit acquired from the speed mark S or the like or the speed limit defined in accordance with the curvature radius L of the curve section 5b, the target speed of each target position P1_k on the traveling route V1_k is limited to the slower speed limit of the two speed limits. Further, the target travel route calculation unit 10c appropriately corrects the target position P1_k and the target vehicle speed V1_k according to the current behavior state of the vehicle 1 (that is, vehicle speed, acceleration, yaw rate, steering angle, lateral acceleration, etc.). For example, if the current vehicle speed is significantly different from the set vehicle speed, the target vehicle speed is corrected such that the vehicle speed approaches the set vehicle speed.

(Second travel route)
Further, as shown in FIG. 4, the second traveling route R2 is set for a predetermined first period so as to follow the traveling locus of the preceding vehicle 3. Target traveling path calculator unit 10c, the image data by the vehicle exterior camera 20, measured by the millimeter wave radar 22 data, based on the vehicle speed of the vehicle 1 by the vehicle speed sensor 23, the preceding vehicle 3 on lanes 5 _L of travel of the vehicle 1 The position and speed are continuously calculated, and these are stored as preceding vehicle locus information, and based on this preceding vehicle locus information, the traveling locus of the leading vehicle 3 is taken as the second traveling route R2 (target position P2_k, target speed V2_k Set as).

(Third travel route)
Further, as shown in FIG. 5, the third travel route R3 is set for a predetermined first period based on the current driving state of the vehicle 1 by the driver. That is, the third travel route R3 is set based on the position and speed estimated from the current travel behavior of the vehicle 1.
The target travel route calculation unit 10c calculates a target position P3_k of the third travel route R3 for a predetermined period based on the steering angle, the yaw rate, and the lateral acceleration of the vehicle 1. However, when both ends of a lane are detected, the target travel path calculation unit 10c corrects the target position P3_k so that the calculated third travel path R3 does not approach or cross the lane end.

  Further, based on the current vehicle speed and acceleration of the vehicle 1, the target travel route calculation unit 10c calculates the target velocity V3_k of the third travel route R3 for a predetermined first period. If the target speed V3_k exceeds the speed limit acquired from the speed mark S or the like, the target speed V3_k may be corrected so as not to exceed the speed limit.

  Next, the relationship between the driving support mode and the travel route in the vehicle control device 100 according to the present embodiment will be described. In the present embodiment, when the driver operates the driver operation unit 35 to select one driving support mode, the travel route is selected according to the selected driving support mode.

When the preceding vehicle follow-up mode is selected, when both ends of the lane are detected, the first travel route is applied regardless of the presence or absence of the preceding vehicle. In this case, the set vehicle speed set by the vehicle speed setting switch 37b is the target speed.
On the other hand, when the preceding vehicle follow-up mode is selected, the second travel route is applied when the both ends of the lane are not detected and the preceding vehicle is detected. In this case, the target speed is set in accordance with the vehicle speed of the preceding vehicle. Further, at the time of selection of the preceding vehicle follow-up mode, the third travel route is applied when both ends of the lane are not detected and no preceding vehicle is also detected.

  Further, at the time of selection of the automatic speed control mode, the third travel route is applied. The automatic speed control mode is a mode for automatically executing speed control as described above, and the set vehicle speed set by the set vehicle speed input unit 37 becomes the target speed. In addition, steering control is performed based on the operation of the steering wheel by the driver.

  The third travel route is also applied when the speed limit mode is selected. The speed limit mode is also a mode in which the speed control is automatically executed as described above, and the target speed is set in a range equal to or less than the speed limit in accordance with the depression amount of the accelerator pedal by the driver. In addition, steering control is performed based on the operation of the steering wheel by the driver.

  Further, at the time of selection of the basic control mode (off mode), the third travel route is applied. The basic control mode is basically the same as the state in which the speed limit is not set in the speed limit mode.

Next, with reference to FIG. 6 to FIG. 8, the travel route correction process executed in the corrected travel route calculation unit 10 d of the ECU 10 according to the present embodiment will be described. FIG. 6 is an explanatory view of obstacle avoidance by correction of the travel route. FIG. 7 is an explanatory view showing a relationship between an allowable upper limit value of passing speed between an obstacle and a vehicle at the time of avoiding an obstacle and a clearance, and FIG. 8 is an explanatory view of a vehicle model.
In FIG. 6, the vehicle 1 travels on a traveling path (lane) 7 and is about to pass the vehicle 3 by passing the vehicle 3 while driving or stopping.

  Generally, when passing (or overtaking) an obstacle on the road or in the vicinity of the road (for example, a preceding vehicle, a parked vehicle, a pedestrian, etc.), the driver of the vehicle 1 operates in the lateral direction orthogonal to the traveling direction. A predetermined clearance or interval (lateral distance) is maintained between the vehicle 1 and the obstacle, and the vehicle 1 is decelerated to a speed that the driver of the vehicle 1 feels safe. More specifically, the smaller the clearance, the less the clearance for the obstacle, in order to avoid the danger that the preceding vehicle will suddenly change course, the pedestrian will come out from the blind spot of the obstacle, or the door of the parked vehicle will open. The relative speed is reduced.

  In general, when approaching the preceding vehicle from the rear, the driver of the vehicle 1 adjusts the speed (relative speed) in accordance with the inter-vehicle distance (longitudinal distance) along the traveling direction. Specifically, when the inter-vehicle distance is large, the approach speed (relative speed) is maintained large, but when the inter-vehicle distance is small, the approach speed is reduced. Then, at a predetermined inter-vehicle distance, the relative speed between both vehicles is zero. This is the same even if the preceding vehicle is a parked vehicle.

  Thus, the driver drives the vehicle 1 without danger while considering the relationship between the distance between the obstacle and the vehicle 1 (including lateral distance and longitudinal distance) and the relative speed. ing.

Therefore, in the present embodiment, as shown in FIG. 6, the vehicle 1 is placed around the obstacle (lateral area, rear area, etc.) with respect to the obstacle detected from the vehicle 1 (for example, the parked vehicle 3). And over the front area) or at least between the obstacle and the vehicle 1, configured to set a two-dimensional distribution (speed distribution area 40) defining an allowable upper limit value for the relative speed in the traveling direction of the vehicle 1 There is. In the velocity distribution area 40, an allowable upper limit value V _lim of the relative velocity is set at each point around the obstacle. In the present embodiment, correction of the travel route is performed such that the relative speed of the vehicle 1 with respect to the obstacle does not exceed the allowable upper limit value V _lim in the speed distribution region 40 in all the driving support modes.

As can be seen from FIG. 6, in principle, the lower the lateral distance and the vertical distance from the obstacle (the closer to the obstacle), the smaller the upper limit of the relative speed becomes. It is set. Further, in FIG. 6, equal relative velocity lines in which points having the same allowable upper limit value are connected are shown for ease of understanding. The equal relative speed lines a, b, c, d correspond to 0 km / h, 20 km / h, 40 km / h, and 60 km / h, respectively, of the allowable upper limit value V _lim . In this example, each equal relative velocity area is set to be substantially rectangular. As described above, when the correction processing route calculation unit 10d recognizes the obstacle (nearby target) to be avoided by the input processing unit 10a and selects the obstacle by the target target selection unit 10b, The upper limit line of the allowable relative speed that the vehicle can drive is set. Then, the target travel route calculated by the target travel route calculation unit 10c is corrected so as to satisfy the upper limit line, and a correction travel route over a second period (for example, about 3 seconds) is calculated.

  The velocity distribution region 40 does not necessarily have to be set all around the obstacle, but at least behind the obstacle and on one side in the lateral direction of the obstacle where the vehicle 1 exists (in FIG. 6, the vehicle 3 In the right area of

As shown in FIG. 7, when the vehicle 1 travels at a certain absolute speed, the allowable upper limit value V _lim set in the lateral direction of the obstacle is 0 (zero) until the clearance X is D ₀ (safety distance). It is km / h, and increases quadratically above D ₀ (V _lim = k (X−D ₀ ) ² , where X ≧ D ₀ ). That is, since the safety clearance X is the vehicle 1 is the relative speed is zero at D ₀ below. On the other hand, when the clearance X is D ₀ or more, as the clearance is larger, the vehicle 1 is allowed to pass at a higher relative speed.

In the example of FIG. 7, the allowable upper limit value in the lateral direction of the obstacle is _defined by V _lim = f (X) = k (X−D ₀ ) ² . Here, k is a gain coefficient related to the degree of change of V _lim with respect to X, and is set depending on the type of obstacle or the like. Further, D _{0 is} also set depending on the type of obstacle or the like.

In the present embodiment, V _lim is defined to be a quadratic function of X. However, the present invention is not limited to this and may be defined by another function (for example, a linear function or the like). Further, although the allowable upper limit value V _{lim in} the lateral direction of the obstacle has been described with reference to FIG. 7, the same may be applied to all radial directions including the longitudinal direction of the obstacle. At that time, the coefficient k and the safety distance D ₀ can be set according to the direction from the obstacle.

The velocity distribution area 40 can be set based on various parameters. As parameters, for example, the relative speed between the vehicle 1 and the obstacle, the type of obstacle, the traveling direction of the vehicle 1, the moving direction and moving speed of the obstacle, the length of the obstacle, the absolute speed of the vehicle 1, etc. Can. That is, based on these parameters, the coefficient k and the safe distance D ₀ can be selected.

  Further, in the present embodiment, the obstacle includes a vehicle, a pedestrian, a bicycle, a cliff, a ditch, a hole, a falling object and the like. Furthermore, vehicles can be distinguished by cars, trucks, and motorcycles. Pedestrians are distinguishable among adults, children and groups.

  As shown in FIG. 6, when the vehicle 1 is traveling on the traveling path 7, the input processing unit 10a built in the ECU 10 of the vehicle 1 is an obstacle (vehicle 3) based on image data from the outdoor camera 20. ) To detect. At this time, the type of obstacle (in this case, a vehicle or a pedestrian) is identified.

Further, the input processing unit 10 a calculates the position and relative speed of the obstacle (vehicle 3) relative to the vehicle 1 and the absolute speed based on the measurement data of the millimeter wave radar 22 and the vehicle speed data of the vehicle speed sensor 23. The position of the obstacle includes an x-direction position (longitudinal distance) along the traveling direction of the vehicle 1 and a y-direction position (lateral distance) along the lateral direction orthogonal to the traveling direction.
In addition, although the correction travel route for avoiding the obstacle is calculated for a range where it is assumed that the vehicle 1 travels in a predetermined second period from the current time, detection of the obstacle (specifying the position, type, etc. ) Is executed for a range assumed to travel the own vehicle 1 in a first period longer than the second period.

The correction traveling route calculation unit 10d built in the ECU 10 is, among all the detected obstacles (in the case of FIG. 6, the vehicle 3), the obstacles within the range where the vehicle 1 reaches within the second period. The speed distribution area 40 is set respectively. Then, the corrected travel route calculation unit 10 d corrects the travel route so that the speed of the vehicle 1 does not exceed the allowable upper limit value V _lim of the speed distribution region 40. The corrected travel route calculation unit 10d corrects the target travel route applied according to the driving support mode selected by the driver, in accordance with the avoidance of the obstacle.

  That is, when the vehicle 1 travels on the target traveling route, if the target speed exceeds the allowable upper limit defined by the speed distribution area 40 at a certain target position, the target speed is decreased without changing the target position. (Route Rc1 in FIG. 6), change the target position on the bypass route so that the target velocity does not exceed the allowable upper limit without changing the target velocity (route Rc3 in FIG. 6), the target position and the target velocity Both are changed (path Rc2 in FIG. 6).

  For example, FIG. 6 shows the case where the calculated target travel route R is a route traveling at a central position (target position) in the width direction of the travel route 7 at 60 km / h (target speed). In this case, the parked vehicle 3 is present as an obstacle ahead, but as described above, this obstacle is not taken into consideration in the calculation of the target travel route R because of the reduction of the calculation load.

When traveling on the target traveling route R, the vehicle 1 crosses the equal relative velocity lines d, c, c, d of the velocity distribution area 40 in order. That is, the vehicle 1 traveling at 60 km / h enters an area inside the equal relative speed line d (permissible upper limit value V _lim = 60 km / h). Therefore, the corrected travel route calculation unit 10d corrects the target travel route R so as to limit the target speed at each target position of the target travel route R to the allowable upper limit value V _lim or less, and corrects the corrected target travel route Rc1. Generate That is, in the target travel route Rc1 after correction, the target speed gradually decreases to less than 40 km / h as the vehicle 3 approaches, so that the target vehicle speed becomes the allowable upper limit value V _lim or less at each target position. Thereafter, as the vehicle 3 is moved away, the target speed is gradually increased to the original 60 km / h.

  Further, the target travel route Rc3 is set so as to travel outside the equal relative speed line d (corresponding to a relative velocity of 60 km / h) without changing the target velocity (60 km / h) of the target travel route R. Route. The corrected travel route calculation unit 10d corrects the target travel route R so as to change the target position so that the target position is located on the equal relative speed line d or outside thereof in order to maintain the target speed of the target travel route R. To generate a target travel route Rc3. Therefore, the target speed of the target travel route Rc3 is maintained at 60 km / h, which is the target speed of the target travel route R.

  Further, the target travel route Rc2 is a route in which both the target position and the target speed of the target travel route R have been changed. In the target travel route Rc2, the target speed is not maintained at 60 km / h, and gradually decreases as the vehicle 3 is approached, and then gradually increases up to the original 60 km / h as the distance from the vehicle 3 Be done.

The correction that changes only the target speed without changing the target position of the target travel route R like the target travel route Rc1 can be applied to a driving support mode that involves speed control but does not involve steering control ( For example, automatic speed control mode, speed limit mode, basic control mode).
Further, as in the target travel route Rc3, the correction for changing only the target position without changing the target speed of the target travel route R can be applied to the driving support mode with steering control (for example, following vehicle mode).
Further, as in the target travel route Rc2, a correction that changes both the target position and the target speed of the target travel route R can be applied to the driving support mode with speed control and steering control (for example, the following vehicle follow-up mode ).

  Next, among the settable corrected travel routes, the corrected travel route calculation unit 10d built in the ECU 10 determines an optimal corrected travel route based on sensor information and the like. That is, the correction travel route calculation unit 10d determines an optimal correction travel route from among the settable correction travel routes based on a predetermined evaluation function and a predetermined constraint condition.

  The ECU 10 stores the evaluation function J, the constraints and the vehicle model in a memory. When determining the optimum correction travel route, the correction travel route calculation unit 10d calculates the optimum correction travel route having the extremum of the evaluation function J within the range satisfying the constraint conditions and the vehicle model (optimization processing).

  The evaluation function J has a plurality of evaluation factors. The evaluation factors in this example are, for example, velocity (longitudinal and lateral), acceleration (longitudinal and lateral), acceleration variation (longitudinal and lateral), yaw rate, lateral position relative to lane center, vehicle angle, steering It is a function for evaluating the quality of a plurality of travel routes obtained by correcting the target travel route with regard to corners and other software constraints.

  The evaluation factors include an evaluation factor related to the longitudinal behavior of the vehicle 1 (longitudinal evaluation factor: longitudinal velocity, acceleration, acceleration change amount, etc.) and an evaluation factor related to the lateral behavior of the vehicle 1 (horizontal evaluation factor) : Lateral velocity, acceleration, acceleration change amount, yaw rate, lateral position with respect to lane center, vehicle angle, steering angle, etc. are included.

In the present embodiment, the evaluation function J is described by the following equation.

Where Wk (Xk-Xrefk) ² is an evaluation factor, Xk is a physical quantity related to the evaluation factor of the corrected travel route, Xrefk is a physical quantity related to the evaluation factor of the target travel route (before correction), Wk is a weight value of the evaluation factor (for example, It is 0 <= Wk <= 1) (however, k = 1-n). Therefore, the evaluation function J of the present embodiment weights the sum of the squares of the differences of the physical quantities of the corrected travel route with respect to the physical quantities of the target travel route (before correction) for the physical quantities of n evaluation factors. This corresponds to the value summed over the traveling path length of two periods (for example, N = 3 seconds).

  In the present embodiment, the evaluation function J has a smaller value as the evaluation of the travel route corrected the target travel route is higher, so the travel route with the evaluation function J having a minimum value is optimum by the correction travel route calculation unit 10d. It is calculated as a correction travel route.

  The constraint condition is a condition that the correction travel route needs to be satisfied, and by narrowing the correction travel route to be evaluated by the constraint condition, it becomes possible to reduce the calculation load required for the optimization processing by the evaluation function J. Calculation time can be shortened. The target travel route calculated by the target travel route calculation unit 10c is adjusted by the corrected travel route calculation unit 10d to the upper limit line (FIG. 6) of the allowable relative speed at which the vehicle can travel with respect to the peripheral target. The correction travel route is calculated based on J and the constraint conditions. That is, among the travel routes changed so as not to exceed the upper limit line of the allowable relative speed with respect to the peripheral target, the travel route which satisfies each constraint condition and has the smallest evaluation function value is the optimum correction travel route. It is calculated.

  For example, when the preceding vehicle following mode which is the automatic steering mode is being executed, and the lane is detected by the camera outside the vehicle 20, the target traveling route calculation unit 10c sets the target at the center of the dividing line on both sides of the lane. The travel route R is set, and the corrected travel route calculation unit 10d sets a detected lane (an area outside the dividing lines on both sides) as a constraint condition. That is, when the lane is detected, the target travel route R is set at the center of the lane and the constraint condition is set in the area outside the lane even during the preceding vehicle following mode. By setting the constraint conditions in this manner, the corrected traveling route calculation unit 10d corrects the target traveling route R in a range in which the vehicle 1 does not intrude into the area outside the lane.

  On the other hand, when the lane is not detected and the preceding vehicle is detected in the following vehicle follow-up mode, the traveling locus of the preceding vehicle is set as the target traveling route R. Further, a region outside the vehicle width centering on the estimated traveling route when the vehicle travels on the target traveling route R (traveling trajectory of the preceding vehicle) is set as a constraint condition. As described above, when the vehicle travels on the same route as the traveling trajectory of the preceding vehicle, the outside of the region through which the vehicle passes is set as the constraint condition. By setting the constraint conditions in this manner, the corrected travel route calculation unit 10d corrects the target travel route R in a range in which the vehicle 1 does not intrude into an area outside the vehicle width centered on the estimated travel route. .

  Furthermore, if the lane and the preceding vehicle are not detected in the following vehicle follow-up mode, the estimated traveling route estimated to be traveled by the vehicle when the current driving situation is continued by the driver's will is the target traveling route It is set as R, and an area outside the vehicle width is set as a constraint condition around this estimated traveling route. That is, when the preceding vehicle is not detected, the constraint condition based on the target travel route R calculated by the target travel route calculation unit 10c is set. By setting the constraint conditions in this manner, the corrected traveling route calculation unit 10d corrects the target traveling route R in a range in which the vehicle 1 does not intrude into an area outside the vehicle width centering on the estimated traveling route. .

  In addition, in a control mode other than the preceding vehicle follow-up mode, when the lane is detected, the estimated travel route estimated to be traveled by the vehicle when the current driving condition by the driver continues is the target travel It is set as a route R. For example, when the vehicle 1 travels in a lane at a position near the lane line on the left side of the lane center by the driver's will, if this driving situation continues, the vehicle 1 is on the left zone It is estimated to keep traveling near the line. In such a case, a position closer to the lane line on the left side than the lane center which is the estimated travel route is set as the target travel route R. Further, an area which is an area outside the vehicle width and which is an area outside the lane lines on both sides of the lane with respect to the estimated travel route is set as a constraint.

  The vehicle model defines the physical motion of the vehicle 1 and is described by the following equation of motion. This vehicle model is a two-wheel model shown in FIG. 8 in this example. By defining the physical movement of the vehicle 1 by the vehicle model, it is possible to calculate a corrected traveling route with reduced discomfort when traveling, and at the same time to make the optimization process by the evaluation function J converge early. it can.

In FIG. 8 and Equations (1) and (2), m is the mass of the vehicle 1, I is the yawing moment of the vehicle 1, l is the wheel base, l _f is the distance between the vehicle center of gravity and the front axle, l _r is the distance between the vehicle center of gravity and a rear axle, K _f is tire cornering power per wheel one wheel, K _r is a tire cornering power per rear one wheel, V is the vehicle 1 speed, [delta] is the actual steering angle of the front wheels, β is the side slip angle of the center of gravity of the vehicle, r is the yaw angular velocity of the vehicle 1, θ is the yaw angle of the vehicle 1, y is the lateral displacement of the vehicle 1 relative to the absolute space, and t is time.
As described above, the correction travel route calculation unit 10d calculates an optimum correction travel route with the smallest evaluation function J among a large number of travel routes based on the target travel route, the constraint condition, the vehicle model, and the like.

Next, the constraint condition regarding the driving | running | working parameter which the driving | running route after correction | amendment should be satisfied is demonstrated.
As described above, the target travel route calculation unit 10c of the ECU 10 calculates the target travel route R, and the target travel route R is corrected by the corrected travel route calculation unit 10d so as to satisfy the above-mentioned respective constraint conditions. In addition to this, the correction travel route calculation unit 10 d corrects the target travel route R so as to satisfy the limit value of the travel parameter as a constraint condition. That is, even if the corrected travel route satisfies the above-described constraint condition regarding the travel position, it is a travel route that is difficult to realize with respect to the motion performance of the host vehicle 1, or travel that gives discomfort to the occupants of the vehicle. If it is a route, it can not be adopted. For this reason, in the present embodiment, constraint conditions are provided also for travel parameters related to the motion of the own vehicle, such as the acceleration of the vehicle.

That is, in the present embodiment, in the preceding vehicle following mode (TJA), the longitudinal acceleration of the vehicle is limited to ± 3 m / s ² , and the lateral acceleration of the vehicle is limited to ± 4 m / s ^2. Front-to-back acceleration is limited to ± 5 m / s ³ , lateral acceleration of the vehicle is limited to ± 2 m / s ³ , and the steering angle of the vehicle is limited to ± 90 deg. The angular velocity is limited to ± 90 deg / s, and the yaw rate of the vehicle is limited to ± 10 deg / s. Thus, in the preceding vehicle following mode which is the automatic steering mode, the constraint condition is given as an absolute value of the travel parameter, and by providing such a constraint condition in the travel parameter, a large G (acceleration) of the vehicle occupant To prevent it from acting and causing discomfort.

  Next, with reference to FIG. 9, a procedure of generating a control signal by the ECU 10 will be described. FIG. 9 is a flowchart showing a procedure of generating a control signal by the ECU 10 based on input information from the camera 20 outside the vehicle and other sensors. The processing according to the flowchart shown in FIG. 9 is repeatedly performed at predetermined time intervals while the driving support control is being executed. In the present embodiment, the process of the flowchart shown in FIG. 9 is executed every about 0.1 seconds, which is a time interval for updating the target travel route and the correction travel route.

  First, in step S1 of FIG. 9, information of a traveling path on which the vehicle 1 is traveling and information of a vehicle state are detected based on input information from the camera 20 outside the vehicle and other sensors. The processing in step S1 is mainly executed by the input processing unit 10a of the ECU 10. As the information on the traveling path, information on the width of the lane on which the vehicle 1 is traveling, and information on the road shape such as straight road or curved road are mainly detected from the image captured by the camera outside the vehicle 20. Further, as the information of the vehicle state, the current vehicle speed measured by the vehicle speed sensor 23, the current steering angle measured by the steering angle sensor 26, the depression amount of the accelerator pedal measured by the accelerator sensor 27, etc. are detected Be done.

Next, in step S2, information of a target existing around the vehicle 1 is detected (recognized) based mainly on input information from the millimeter wave radar 22 and the camera outside the vehicle 20. The target detected in step S2 is, in the present embodiment, a target which can be reached by the vehicle 1 by about 6 seconds which is the first period in which the target travel route is generated. Lead vehicles, pedestrians, obstacles, traffic lights, road signs, pedestrian crossings, etc. are detected. The detection process of the target in step S2 is also mainly executed by the input processing unit 10a of the ECU 10.
Furthermore, in step S2, a target target required for calculation of the travel route is selected from among the detected peripheral targets. The process of selecting a target object from the peripheral objects is mainly performed by the target object selection unit 10b of the ECU 10.

  Next, in step S3, the target travel route (FIGS. 3 to 5) is calculated based on the travel path information detected in step S1, the vehicle state information, and the information of the target object detected and selected in step S2. Be done. As described above, in the present embodiment, the target travel route from the current time to about six seconds after the first period is generated. The calculation of the target travel route in step S3 is mainly performed by the target travel route calculation unit 10c of the ECU 10. As described above, the target travel route is a travel route set according to the set driving support mode, and for calculation of the target travel route, the preceding vehicle selected by the target target selection unit 10b, or the walking And obstacles are not taken into consideration.

  Further, in step S4, the target travel route is corrected based on the information on the target travel route calculated in step S3 and the target target detected and selected in step S2, and the corrected travel route is calculated. The calculation of the correction travel route is performed for the travel route within a second period (about 3 seconds in the present embodiment) shorter than the first period for which the target travel route is calculated. The calculation of the corrected travel route in step S4 is mainly performed by the corrected travel route calculation unit 10d of the ECU 10. When there is no obstacle or the like to be avoided on the target travel route, the target travel route is not corrected, and the target travel route and the corrected travel route become the same.

  When a target such as an obstacle to be avoided exists on the target travel route, the upper limit line of the allowable relative speed at which the vehicle 1 can travel with respect to the target to avoid a collision with the target Is set (FIG. 6). Furthermore, the correction travel route calculation unit 10d generates a plurality of travel routes (for example, Rc1 to Rc3 in FIG. 6) so as not to exceed the upper limit line of the allowable relative speed, and selects a predetermined travel route among these travel routes. Eliminate those that do not meet the constraints. Furthermore, the evaluation function J is calculated for each travel route remaining without being excluded, and a travel route corresponding to an extreme value (minimum value) of this value is calculated as a corrected travel route.

  Next, in step S5, it is determined whether or not there is a close target, which is a target to be avoided, in the corrected traveling route generated in step S4. That is, it is determined whether or not there is a target to be avoided in the route which travels within the second period from the current time, which has generated the corrected traveling route. If there is a target to be avoided, the process proceeds to step S6. If not, the process proceeds to step S7.

  In step S6, the main control unit 10f of the ECU 10 generates a control signal for traveling the corrected traveling route generated by the corrected traveling route calculation unit 10d, and ends one process of the flowchart of FIG. The control signal generated in step S6 is a corrected travel route in which the target travel route is corrected in order to avoid a close target existing in the route traveling within the second period from the current time.

  On the other hand, if it is determined in step S5 that the corrected traveling route does not have a close target which is a target to be avoided, the process proceeds to step S7, where the avoidance should be performed before the corrected traveling route. It is judged whether the distant target which is a target exists. That is, it is determined whether or not there is a distant target to be avoided on the traveling route traveling within the first period after the second period from the current time when the correction traveling route is generated. In the present embodiment, since the second period is about 3 seconds and the first period is about 6 seconds, in step S7, the vehicle travels between about 3 seconds after the current time and about 6 seconds after the current time. It is determined whether there is a distant target to be avoided in the traveling route.

  If it is determined in step S7 that the distant target to be avoided does not exist, the process proceeds to step S6, where the main control unit 10f generates a control signal for traveling the corrected traveling route. In this case, neither a close target nor a distant target is detected on the travel route, so the corrected travel route is the same travel route as the target travel route generated in step S3.

  On the other hand, if it is determined in step S7 that there is a distant target to be avoided, the process proceeds to step S8 where it is determined whether the relative velocity between the vehicle 1 and the distant target is larger than a predetermined value. Be done. In the present embodiment, when the own vehicle 1 and the distant target approach each other at a speed higher than the relative speed of about 20 km / h, it is determined that the relative speed between them is larger than a predetermined value. . If the relative speed between the vehicle 1 and the distant target is equal to or less than the predetermined value, the process proceeds to step S6, where the main control unit 10f generates a control signal for traveling the corrected traveling route. In this case, since the close target is not detected on the traveling route, the corrected traveling route is the same traveling route as the target traveling route generated in step S3, and a distant existing ahead of the corrected traveling route. The presence of the target is not taken into account in the travel path.

  That is, when the relative velocity between the host vehicle 1 and the distant target is low, the distant target is likely to be a preceding vehicle traveling in front of the host vehicle 1. Furthermore, since the relative speed with respect to the leading vehicle is low, it takes a long time to catch up with the leading vehicle, and it is less necessary to consider this in the current traveling route, so it is far The presence of a sign is not taken into account in the driving path. In addition, since the relative speed fluctuates due to the speed change of the preceding vehicle, generating a travel route taking into consideration even distant targets (preceding vehicles) with a low relative speed present in the distance complicates control and increases unnecessary calculation load Therefore, the presence of a distant target with a low relative velocity is not considered.

  On the other hand, if it is determined in step S8 that the relative velocity between the vehicle 1 and the distant target is larger than a predetermined value, the process proceeds to step S9. In step S9, the backup control unit 10e of the ECU 10 changes the corrected traveling route (in this case, the same as the target traveling route) generated in step S4.

  FIG. 10 shows an example of a state in which the process in step S9 is performed. In FIG. 10, there is no close target in the travel route where the vehicle 1 travels in the second period, and the travel route travels in the first period after the second period. A parking vehicle 42 is present as a target. In such a situation, since there is no close target in the travel route where the vehicle 1 travels in the second period, the correction of the target travel route by the correction travel route calculation unit 10d of the ECU 10 is not performed (correction The travel route and the target travel route will be the same).

  However, when a little time passes from the situation shown in FIG. 10, the own vehicle 1 approaches the parked vehicle 42, and the parked vehicle 42 comes into the section of the traveling route traveling in the second period. At this time, the parked vehicle 42 is detected as a close target by the input processing unit 10a, and is added to the calculation of a correction travel path for avoiding a collision. As described above, the parked vehicle 42 is added to the calculation of the correction traveling route when entering the section of the traveling route traveling in the second period along with the traveling of the own vehicle 1. By starting to cope with the parked vehicle 42 before entering the section, it is possible to generate a smoother corrected travel route.

  The backup control unit 10 e generates the corrected travel route more smoothly when the parked vehicle 42 enters the section of the travel route traveled in the second period later, the correction travel route generated at the present time (target travel It is configured to change the same as the route). In the present embodiment, the backup control unit 10e is configured to reduce the traveling speed of the correction traveling route generated at the present time under the situation as shown in FIG. In this manner, by lowering the traveling speed in advance, the corrected traveling route calculation unit 10 d avoids the parking vehicle 42 when the parked vehicle 42 enters the section of the traveling route traveling in the second period. It is possible to generate a corrected travel route without any problems.

  That is, by lowering the speed of the own vehicle 1 in advance, it is permitted to travel closer to the parked vehicle 42 when passing by the parked vehicle 42 (see FIG. 6), so as to avoid it. The steering angle required for the vehicle can be kept small. In addition, the deceleration (negative acceleration) until reaching the parked vehicle 42 is reduced by starting the deceleration before the parked vehicle 42 enters the section of the travel route traveled in the second period. It can also be suppressed.

  Further, the deceleration for reducing the traveling speed of the corrected traveling route by the backup control unit 10e is the relative speed between the host vehicle 1 and the distant target (parked vehicle 42 etc.), the host vehicle 1 and the distant target It can also be changed according to the distance between For example, when the relative speed between the vehicle 1 and the distant target is high, the distant target is early in the section of the traveling route traveling in the second period, so the deceleration is increased and the relative speed is low. In such a case, the backup control unit 10e can be configured to reduce the deceleration because it takes a long time to enter the travel route of the second period. Similarly, the backup control unit 10e can be configured to increase the deceleration when the distance between the vehicle 1 and the distant target is short and decrease the deceleration when the distance is long.

  As described above, in the present embodiment, the corrected traveling route is calculated for the traveling route traveling in the second period, and after the second period, a distant object existing on the traveling route traveling in the first period The speed of the correction travel route is changed based on the mark. For this reason, compared with the case where the correction travel route is calculated for the travel route traveling in the first period longer than the second period, the distant object located far away is reduced while reducing the calculation load for calculating the correction travel route. The correction travel path can be made smoother also taking into consideration the mark.

Next, in step S10 of FIG. 9, the backup control unit 10e notifies the driver that there is a target (parking vehicle 42) to be avoided on the traveling route. As described above, when the parked vehicle 42 or the like is detected as the distant target, the backup control unit 10 e notifies the driver that the target to be avoided is present in the distant on the traveling route to the driver. It can be suppressed that the driver who is not aware of 42 and the like feels a sense of discomfort in the deceleration of the host vehicle 1.
Furthermore, in step S11, a control signal is generated based on the changed corrected traveling route changed in step S9, and one process of the flowchart of FIG. 9 is ended.

  According to the vehicle control device 100 of the embodiment of the present invention, when there is a close target object to be avoided, a correction travel route in which the target travel route is corrected is calculated, so the calculation load of the vehicle control device 100 is reduced. can do. Also, although no close target object to be avoided is detected on the traveling route traveling in the second period, it is avoided on the traveling route traveling in the first period after the second period. In the case where the distant target (parked vehicle 42 in FIG. 10) is detected, the backup control unit 10e changes the correction traveling route according to the detected remote target (step S9 in FIG. 9). For this reason, it is possible to cope with the distant target existing ahead of the section where the correction travel route is calculated, with a sufficient margin, and it is possible to reduce the uncomfortable feeling given to the driver by the driving support.

  Further, according to the vehicle control device 100 of the present embodiment, when the distant target (the parked vehicle 42 in FIG. 10) is detected, the backup control unit 10 e is corrected to lower the traveling speed of the own vehicle 1. Since the travel route is changed, the distant target can be avoided with a margin, and the discomfort given to the driver by the driving support can be reduced.

  Furthermore, according to the vehicle control device 100 of the present embodiment, in the case where the distant target (the parked vehicle 42 in FIG. 10) is detected, the presence of the target to be avoided on the distant traveling route is driving Since it is informed to the person (step S10 in FIG. 9), the driver is urged to pay attention to the distant target, and the discomfort due to the correction traveling route being changed (step S9 in FIG. 9) can be alleviated.

  Further, according to the vehicle control device 100 of the present embodiment, when the relative speed between the distant target (the parked vehicle 42 in FIG. 10) and the host vehicle 1 is equal to or less than a predetermined value, the corrected travel route is changed. Since it is not (step S8 → S6 in FIG. 9), the correction travel path is changed for a distant target that does not need to be dealt with at the present time, and it is possible to prevent giving the driver a strong sense of discomfort.

  Although the preferred embodiments of the present invention have been described above, various modifications can be added to the above-described embodiments.

1 vehicle 10 vehicle control arithmetic unit (ECU)
10a Input processing unit (peripheral target detection unit)
10b Target target selection unit 10c Target travel route calculation unit 10d Corrected travel route calculation unit 10e Backup control unit 10f Main control unit 20 Vehicle outside camera 21 Vehicle inside camera (front camera)
22 mm-wave radar (forward radar)
Reference Signs List 23 vehicle speed sensor 24 acceleration sensor 25 yaw rate sensor 26 steering angle sensor 27 accelerator sensor 28 brake sensor 29 positioning system 30 navigation system 31 engine control system 32 brake control system 33 steering control system 35 driver operation unit (drive support mode setting unit)
36a ISA switch 36b TJA switch 36c ACC switch 37a Distance setting switch 37b Vehicle speed setting switch 40 Speed distribution area 100 Vehicle control device

In order to solve the problems described above, the present invention is a vehicle control device for assisting a driver to drive a vehicle, and a peripheral target detection unit for detecting a target present on a traveling route of the host vehicle; A target travel route calculation unit that calculates a target travel route on which the vehicle travels in a first period from the current time, and a target travel route calculated by the target travel route calculation unit are corrected to be more than the first period. A corrected traveling route calculation unit that calculates a corrected traveling route traveling in a short second period; and a main control unit that outputs a control signal for traveling on the corrected traveling route calculated by the corrected traveling route calculation unit; And a backup control unit that changes the control signal from the main control unit based on a predetermined condition, and the correction travel route calculation unit is configured to drive the travel route traveled within the second period by the peripheral target detection unit. When the proximity target object to be avoided is detected, toward at least proximate target object to the vehicle, sets the speed distribution region that defines the distribution of the allowable upper limit of the relative velocity of the vehicle with respect to the proximity target object, the speed The allowable upper limit in the distribution area is set to increase as the distance from the close target increases, and the target travel route is corrected so that the relative velocity of the vehicle to the close target does not exceed the allowable upper limit in the speed distribution area. Then, a plurality of corrected travel routes for the vehicle to travel in the speed distribution region are calculated, and when a close target to be avoided is not detected on the travel route, the corrected travel route is not corrected. is configured to output as the backup control section is proximate target object to be avoided on the travel route to be in the second period is not detected, later than the second period, If the distant target object to be avoided on the travel route to be within 1 period is detected is characterized in that changes the correction driving route in accordance with the detected distant target object.

Claims (4)

A vehicle control apparatus for assisting a driver in driving a vehicle, the vehicle control apparatus comprising:
A peripheral target detection unit that detects a target present on the travel route of the host vehicle;
A target travel route calculation unit that calculates a target travel route on which the vehicle travels in a first period from the current time,
A corrected travel route calculation unit that corrects the target travel route calculated by the target travel route calculation unit and calculates a corrected travel route that travels in a second period shorter than the first period;
A main control unit that outputs a control signal for traveling on the corrected traveling route calculated by the corrected traveling route calculation unit;
A backup control unit that changes the control signal from the main control unit based on a predetermined condition;
The correction travel route calculation unit is configured to, when the proximity target object to be avoided is detected on the travel route traveling in the second period, by the peripheral target detection unit, An upper limit line of an allowable relative speed at which the vehicle can travel is set, and the target travel route is corrected based on the upper limit line to calculate a corrected travel route.
The backup control unit does not detect a close target to be avoided on the traveling route traveling in the second period, but travels within the first period after the second period. A vehicle control apparatus characterized in that the corrected traveling route is changed according to the detected distant target when the distant target to be avoided is detected on the traveling route.   The vehicle control device according to claim 1, wherein the backup control unit changes the corrected traveling route so as to reduce a traveling speed of the host vehicle when the distant target is detected.   The vehicle control device according to claim 1 or 2, wherein the backup control unit informs the driver that there is a target to be avoided on a distant traveling route when the distant target is detected. .   The backup control unit according to any one of claims 1 to 3, wherein the correction travel route is not changed when the relative speed between the distant target and the vehicle is equal to or less than a predetermined value. Vehicle control equipment.

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