JP5348309B2 - Vehicle traveling control method and traveling control device - Google Patents

Description

  The present invention relates to a vehicle travel control method and a travel control device for avoiding a vehicle from colliding with an obstacle.

  Conventionally, depending on the vehicle running condition and the driver's operating condition, any one of the collision avoidance control among the collision avoidance control based on the steering control, the collision avoidance control based on the speed control, or the collision avoidance control based on both of these is performed. 2. Description of the Related Art A vehicle travel control device that performs selection and execution is known (see Patent Document 1). According to such a traveling control device, it is possible to avoid the vehicle from colliding with an obstacle by the collision avoidance control according to the traveling state of the vehicle and the operation state of the driver.

Japanese Patent No. 3197307 (see, for example, FIG. 10)

  The travel control device described in Patent Document 1 includes a collision avoidance control by a steering control when the driver is not performing a steering operation, a collision avoidance control by a speed control when the driver is not performing a braking operation, a steering operation and a braking operation. When both are not performed, the configuration is such that the control is intervened in the vehicle operation that is not performed by the driver, such as the collision avoidance control by both the steering control and the speed control. Therefore, according to the travel control device described in Patent Document 1, when the collision avoidance control is different from the driver's operation intention, the collision avoidance control hinders the vehicle operation that the driver intends to perform from now on, and the collision avoidance control. On the other hand, the driver may feel uncomfortable.

The vehicle travel control method and the travel control device according to the present invention generate a collision avoidance track for avoiding the collision of the host vehicle with an obstacle based on the motion state of the host vehicle , and the generated collision avoidance When the amount of steering operation detected to reach the collision avoidance track is insufficient while the vehicle is avoiding an obstacle while the vehicle is avoiding an obstacle, the steering operation amount is increased to reach the collision avoidance track. Thus, the vehicle is controlled to travel .

  The vehicle travel control method and the travel control device according to the present invention generate a plurality of collision avoidance tracks for avoiding the collision of the host vehicle with an obstacle based on the motion state of the host vehicle. The collision avoidance trajectory corresponding to the driver's vehicle operation is selected from among the collision avoidance trajectories, and travel control is performed based on the selected collision avoidance trajectory.

  According to the vehicle travel control method and the travel control device of the present invention, during the collision avoidance control, the host vehicle is travel controlled based on the collision avoidance track corresponding to the operation of the host vehicle by the driver. The collision avoidance control can be performed without hindering the vehicle operation, and the driver can be prevented from feeling uncomfortable with the collision avoidance control.

1 is a block diagram illustrating a configuration of a vehicle travel control apparatus according to a first embodiment of the present invention. FIG. 2 is a functional block diagram of the vehicle travel control apparatus shown in FIG. 1. It is a flowchart figure which shows the flow of the traveling control process used as the 1st Embodiment of this invention. It is a figure which shows an example of the collision avoidance track | orbit produced | generated by the traveling control process shown in FIG. It is a flowchart figure which shows the flow of the modification of the traveling control process shown in FIG. It is a block diagram which shows the structure of the traveling control apparatus of the vehicle used as the 2nd Embodiment of this invention. FIG. 7 is a functional block diagram of the vehicle travel control apparatus shown in FIG. 6. It is a flowchart figure which shows the flow of the traveling control process used as the 2nd Embodiment of this invention. It is a figure which shows an example of the collision avoidance track | truck corrected by the traveling control process shown in FIG.

  Hereinafter, with reference to the drawings, a vehicle travel control device and operations thereof according to first and second embodiments of the present invention will be described.

[First Embodiment]
First, the configuration and operation of a vehicle travel control device (hereinafter abbreviated as “control device”) according to a first embodiment of the present invention will be described with reference to FIGS. 1 to 4.

[Configuration of control device]
As shown in FIG. 1, the control device according to the first embodiment of the present invention is mounted on a vehicle 1, and includes a radar 2, an imaging device 3, an image processing device 4, a yaw rate sensor 5, a lateral G / front / rear G sensor 6 , A wheel speed sensor 7, a steering angle sensor 8, a brake pedal sensor 9, a brake actuator 10, a steering actuator 11, and a vehicle controller 12 are provided as main components.

  The radar 2 irradiates the front of the vehicle with laser light, receives reflected light from an object irradiated with the laser light with a light receiving system, and detects a time difference between the time of laser emission and the time of receiving reflected light, thereby The presence / absence of an object, the distance between the vehicle 1 and the obstacle, and the position of the obstacle are measured. The radar 2 inputs the measurement result to the vehicle controller 12.

  The imaging device 3 captures an image in front of the vehicle 1 and outputs it to the image processing device 4. The image processing device 4 detects the traveling environment information of the vehicle 1 such as the surrounding vehicle and the road environment by processing the image captured by the imaging device 3 and inputs the detection result to the vehicle controller 12. The laser 2, the imaging device 3, and the image processing device 4 function as the obstacle detection means 21 according to the present invention shown in FIG.

  The yaw rate sensor 5 detects the yaw rate generated in the vehicle 1 and inputs the detected value to the vehicle controller 12. The lateral G / front / rear G sensor 6 detects a lateral acceleration G (lateral G) and a longitudinal acceleration G (front / back G) generated in the vehicle 1, and inputs the detected values to the vehicle controller 12. The wheel speed sensor 7 detects the rotational speed (wheel speed) of each wheel of the vehicle 1 and inputs the detected value to the vehicle controller 12. The yaw rate sensor 5, the lateral G / front / rear G sensor 6, and the wheel speed sensor 7 function as the vehicle motion state detection means 22 according to the present invention shown in FIG.

  The steering angle sensor 8 detects the steering angle of the steering of the vehicle 1 and inputs the detected value to the vehicle controller 12. The brake pedal sensor 9 detects the amount of depression of the brake pedal of the vehicle 1 and inputs the detected value to the vehicle controller 12. The steering angle sensor 8 and the brake pedal sensor 9 function as the driver operation amount detection means 23 according to the present invention shown in FIG.

  The brake actuator 10 controls the brake fluid pressure supplied to the wheel cylinder of the vehicle 1 to generate a braking force on the vehicle 1 to perform the braking operation of the vehicle 1. The steering actuator 11 controls the steering angle of the steering of the vehicle 1 to generate a lateral force on the vehicle 1 and perform the steering operation of the vehicle 1. The brake actuator 10 and the steering actuator 11 function as the vehicle motion control means 24 according to the present invention shown in FIG.

  The vehicle controller 12 is constituted by a microcomputer and is input from a radar 2, an image processing device 4, a yaw rate sensor 5, a lateral G / front / rear G sensor 6, a wheel speed sensor 7, a steering angle sensor 8, and a brake pedal sensor 9. Based on the obtained information, the operation of the brake actuator 10 and the steering actuator 11 is controlled. The vehicle controller 12 functions as an avoidance trajectory generation means 26 and an avoidance trajectory selection means 27 according to the present invention shown in FIG. 2 when an internal CPU executes a control program.

(Run control process)
In the control device having such a configuration, the vehicle controller 12 avoids the vehicle 1 from colliding with an obstacle by executing the following travel control process. Hereinafter, with reference to the flowchart shown in FIG. 3, the operation of the vehicle controller 12 when executing the travel control process will be described.

  The flowchart shown in FIG. 3 starts when the ignition switch of the vehicle 1 is switched from the off state to the on state, and the travel control process proceeds to step S1.

  In the process of step S1, the vehicle controller 12 is present in an area where the vehicle 1 can travel using the input information from the radar 2 and the image processing device 34 (hereinafter referred to as “traveling path”) and in the traveling path. Detect an object. Note that the method for detecting the travel path is already known at the time of filing of the present invention, and therefore detailed description thereof is omitted. For details of the method of detecting the travel path, refer to, for example, Japanese Patent No. 3521860. Thereby, the process of step S1 is completed and a travel control process progresses to the process of step S2.

  In the process of step S2, the vehicle controller 12 uses the result of the process of step S1 to determine whether an object (hereinafter referred to as “obstacle”) that may collide with the vehicle 1 exists in the travel path. Is determined. Since the obstacle detection method is already known at the time of filing of the present invention, detailed description thereof will be omitted. For details of the obstacle detection method, refer to, for example, Japanese Patent Application Laid-Open No. 2000-207693. As a result of the determination, when it is determined that there is no obstacle in the travel path, the vehicle controller 12 returns the travel control process to the process of step S1. On the other hand, when it is determined that an obstacle exists in the travel path, the vehicle controller 12 advances the travel control process to step S3.

In the process of step S3, the vehicle controller 12 uses the information on the distance between the obstacle and the vehicle 1 and the relative speed of the obstacle and the vehicle 1 to the obstacle confirmed by the process of step S2. The time until 1 collides is calculated as the collision prediction time T _TTC . The distance between the obstacle and the vehicle 1 can be calculated from input information from the radar 2, and the relative speed between the vehicle 1 and the obstacle can be calculated by, for example, differentiating the calculated distance. Thereby, the process of step S3 is completed and a travel control process progresses to the process of step S4.

In the process of step S4, the cruise control controller 12, the collision prediction time T _TTC calculated by the process at step S3, it is determined whether or not the set time T ₁ or less in advance. If the collision prediction time T _TTC is not less than or equal to the predetermined time T ₁ as a result of the determination, the traveling control controller 12 returns the traveling control process to the process of step S1. On the other hand, if the collision prediction time T _TTC is the predetermined time T ₁ or less, the travel controller 12 advances the running control process to a process of step S5.

In general, when the collision prediction time T _TTC is not less than or equal to the time T ₁ , in other words, when the time until the vehicle 1 collides with an obstacle is relatively long, the collision with the obstacle by the vehicle operation by the driver thereafter. There is a high possibility that the necessity of executing collision avoidance control will be eliminated. Therefore, according to the determination processing in step S4, it is possible to prevent the processing described later from being executed despite the necessity of executing the collision avoidance control, and to reduce the processing load on the vehicle controller 12. it can.

  In the process of step S5, the travel controller 12 uses the information on the travel path detected by the process of step S1 and the input information from the yaw rate sensor 5, the lateral G / front / rear G sensor 6, and the wheel speed sensor 7. Thus, a plurality of travel trajectories of the vehicle 1 for avoiding a collision with an obstacle in consideration of the travel path and motion state of the vehicle 1 are generated (calculated) as a collision avoidance trajectory.

  In this embodiment, as shown in FIG. 4, the travel controller 12 starts the braking operation when the driver depresses the brake pedal of the vehicle 1, starts the steering operation in the right direction, and the left direction. When the steering operation is started, collision avoidance trajectories R1, R2, R3 suitable for each case are generated. At this time, the travel controller 12 does not generate a collision avoidance track that deviates from the range of the travel path or a collision avoidance track that cannot avoid a collision with an obstacle when the driver operates the vehicle 1.

  Specifically, when the collision avoidance trajectory R1 suitable for the case where the driver starts the braking operation is generated, the vehicle controller 12 starts with the yaw rate sensor 5, the lateral G / front / rear G sensor 6, and the wheel speed. The deceleration of the vehicle 1 for avoiding the collision with the obstacle is set in consideration of the input information from the sensor 7 and the tire characteristics of the vehicle 1, and the vehicle 1 causes the collision with the obstacle by the set deceleration. It is determined whether or not it can be avoided.

  If it is determined that avoidance is possible, then the vehicle controller 12 calculates a collision avoidance trajectory by vehicle control with only deceleration within the range of the travel path. A collision avoidance track that avoids a collision with an obstacle by generating a minimum lateral force is calculated within the range of the travel path. However, regarding the lateral force, an upper limit value is set in consideration of the tire characteristics of the vehicle 1, and when a lateral force exceeding the upper limit value is required, the traveling controller 12 does not calculate the collision avoidance trajectory.

  Similarly, when the collision avoidance trajectories R2 and R3 suitable for the case where the driver starts a steering operation (steering operation in the right direction and steering operation in the left direction) are generated, the vehicle control controller 12 first starts the yaw rate. The lateral acceleration of the vehicle 1 for avoiding a collision with an obstacle is set in consideration of input information from the sensor 5, lateral G / front / rear G sensor 6, and wheel speed sensor 7 and tire characteristics of the vehicle 1 and set. It is determined whether or not a collision with an obstacle can be avoided by the lateral acceleration.

  If it is determined that avoidance is possible, then the vehicle controller 12 calculates a collision avoidance trajectory by vehicle control using only lateral acceleration within the range of the travel path. A collision avoidance track that avoids a collision with an obstacle by generating a minimum braking force is calculated within the range of the travel path. However, regarding the braking force, an upper limit value is set in consideration of the tire characteristics of the vehicle 1, and the traveling controller 12 does not calculate the collision avoidance track when a braking force exceeding the upper limit value is required. Even when the collision avoidance trajectory is calculated based on the vehicle control using only the lateral acceleration, it is generally safer for the vehicle 1 to pass as close as possible when calculating near the obstacle. You may calculate the collision avoidance track | truck which added the braking force of the range which does not exceed the above-mentioned upper limit. Thereby, the process of step S5 is completed and the travel control process proceeds to the process of step S6.

  In the process of step S6, the vehicle controller 12 refers to input information from the steering angle sensor 8 and the brake pedal 9, and determines whether or not at least one of a steering operation and a braking operation by the driver has been detected. If neither the steering operation nor the braking operation is detected as a result of the determination, the vehicle controller 12 advances the travel control process to the process of step S8. On the other hand, when at least one of the steering operation and the braking operation is detected, the vehicle controller 12 advances the travel control process to step S7. As a method for detecting the steering operation, any method may be used as long as it detects whether the steering is performed in the left or right direction from the steering angle when the collision avoidance trajectory is calculated in step S5. Further, not only the steering direction but also whether or not a steering angle change from the steering angle when the collision avoidance trajectory is calculated has occurred more than a predetermined threshold value may be determined. Further, instead of the steering angle change, it may be determined whether or not the steering angular velocity or the steering angular acceleration has exceeded a predetermined threshold value.

In the process of step S7, the vehicle controller 12 selects a collision avoidance trajectory that matches the operation content of the driver detected by the process of step S6 from the plurality of collision avoidance trajectories generated by the process of step S5. . Specifically, the vehicle controller 12 selects the collision avoidance track R1 that is suitable when the driver starts the braking operation when the braking operation is detected, and when the steering operation in the right direction is detected. The collision avoidance trajectory R2 that is suitable when steering in the right direction is started is selected, and when the steering operation in the left direction is detected, the collision avoidance trajectory R3 that is appropriate when steering in the left direction is started is selected. In this process, the vehicle controller 12 basically selects a collision avoidance trajectory that is suitable for the driver's operation, but depending on the timing at which the driver's operation is detected, as shown in Table 1 below. Change the content of collision avoidance control.

Specifically, referring to Table 1 and FIG. 4, for example, when the driver performs a steering operation in the left direction, the vehicle controller 12 is adapted to a collision avoidance trajectory that is suitable when the steering operation is started. Select R3. However, when the control start point P ₃ of the collision avoidance route R3 is or the same point located on the obstacle side than the point where the driver has started the steering operation, the running track of the vehicle 1 by the steering operation of the driver collide If it does not overlap with the avoidance track R3, the vehicle controller 12 ends the vehicle control process. Further, in the case where the control start point P ₃ of the collision avoidance route R3 is close to or the same point on the obstacle than the point where the driver has started the steering operation, running track collision avoidance route of the vehicle 1 by the steering operation of the driver When overlapping with R3, the vehicle controller 12 executes the collision avoidance control from the point where the traveling track of the vehicle 1 by the driver's steering operation overlaps with the collision avoiding track R3.

On the other hand, when the control start point P ₃ of the collision avoidance route R3 in a position far from the obstacle than the point where the driver has started the steering operation, the running track of the vehicle 1 by the steering operation of the driver is a collision avoidance route P3 If they do not overlap, the vehicle controller 12 selects the collision avoidance track whose control start point is closest to the point where the driver starts the steering operation. Further, in the case where the control start point P ₃ of the collision avoidance route R3 in a position far from the obstacle than the point where the driver has started the steering operation, when the running track by the steering operation of the driver overlaps with collision avoidance route R3 The vehicle controller 12 executes the collision avoidance control from the point where the traveling track of the vehicle 1 by the driver's steering operation overlaps the collision avoidance track R3. Thereby, the process of step S7 is completed and the vehicle control process proceeds to the process of step S10.

Note that the collision avoidance trajectory selection method may be selected from only the direction of the steering operation. Further, even when the control start point P ₃ of the collision avoidance route R3 in a position far from the obstacle than the point where the driver has started the steering operation, if the running route of the vehicle 1 overlaps the collision avoidance route R3 is The collision avoidance control may be executed along the collision avoidance trajectory R3. In this case, the amount of operation by the driver that is not sufficient for the collision avoidance track R3 is compensated by the collision avoidance control.

In the process of step S8, the vehicle controller 12 determines that the collision start time _TTTC calculated by the process of step S3 is the control start point of the collision avoidance track whose control start point is closest to the obstacle (in the example shown in FIG. It is determined whether or not it is the predicted collision time T ₂ when the vehicle reaches the control start point P ₂ ). Result of the determination, if the collision estimated time T _TTC is estimated collision time T ₂ or more, the vehicle controller 12 returns the vehicle control process to a process of step S6. On the other hand, if the collision prediction time T _TTC is not collision prediction time T ₂ or more, the vehicle controller 12 advances the vehicle control process to the process in step S9.

  In step S9, the vehicle controller 12 is closer to the obstacle than the control start point of any collision avoidance trajectory, and the driver reaches the control start point of which collision avoidance trajectory. Even if it is determined that no operation is performed, the collision avoidance trajectory whose control start point is closest to the obstacle is selected. Thereby, the process of step S9 is completed and the vehicle control process proceeds to the process of step S10.

  In the process of step S10, the vehicle controller 12 controls the brake actuator 10 and the steering actuator 11 so that the vehicle 1 travels along the collision avoidance track selected by the process of step S7 or step S9. Thereby, the process of step S10 is completed and a travel control process progresses to the process of step S11.

  In the process of step S11, the vehicle controller 12 determines whether or not there is no possibility of a collision between the vehicle 1 and an obstacle due to vehicle control or a driver's vehicle operation. As a result of the determination, when the possibility of the collision is not lost, the vehicle controller 12 maintains the current control state, and returns the vehicle control process to the process of step S1 at the timing when the possibility of the collision is lost. The vehicle control process for the obstacle is executed.

  In the process of step S1, an object that exists in the road is detected. However, for example, an object that exists in a predetermined area in front of the host vehicle is detected without considering whether the object is in the road. Also good.

  In step S7, it is determined whether or not the selected collision avoidance trajectory overlaps with the predicted vehicle trajectory. However, this determination is not particularly performed, and the steering actuator 11 ( And the braking actuator 10) may be controlled.

  Further, in step S5, the collision avoidance trajectory R1 may not be generated, and only the collision avoidance paths R2 and R3 may be generated. At this time, when the driver starts the braking operation, the collision avoidance track at the control start point closest to the braking operation start point may be selected. Thereby, the calculation processing load of the vehicle controller 12 can be further reduced.

  Since the conventional collision avoidance control technology is configured to intervene control in vehicle operations that are not performed by the driver, if the collision avoidance control is different from the driver's operation intention, the driver will continue to perform the collision avoidance control. The vehicle operation to be performed, in other words, the vehicle operation intended by the driver is hindered, and the driver may feel uncomfortable with the collision avoidance control. In contrast, in the vehicle control process according to the first embodiment of the present invention, as described above, the vehicle controller 12 selects the collision avoidance track corresponding to the steering of the vehicle 1 and the depression of the brake pedal by the driver. Since the vehicle 1 is controlled to travel based on the selected collision avoidance track, it is possible to prevent the driver from feeling uncomfortable with the collision avoidance control.

  Further, the conventional collision avoidance control technology is configured such that the control does not intervene in the vehicle operation performed by the driver, so that the vehicle operation performed by the driver avoids the collision between the vehicle 1 and the obstacle. If the content is inappropriate, the collision between the vehicle 1 and the obstacle may not be avoided. In contrast, in the vehicle control process according to the first embodiment of the present invention, as described above, when the vehicle controller 12 can avoid a collision with an obstacle by a driver's vehicle operation, the collision avoidance control is performed. It is left to the driver's vehicle operation without executing it, and when the driver's operation amount is insufficient to avoid a collision with an obstacle, collision avoidance control is executed so as to increase the operation amount supplementarily. Therefore, it is possible to avoid the collision of the vehicle 1 with the obstacle when the vehicle operation performed by the driver is inappropriate for avoiding the collision between the vehicle 1 and the obstacle.

  In the vehicle control process according to the first embodiment of the present invention, as shown in FIG. 4, the vehicle controller 12 performs a collision avoidance track R1 for avoiding a collision with an obstacle by a braking operation, and steering to the right. At least three types of collision avoidance trajectories are generated: a collision avoidance trajectory R2 that avoids a collision with an obstacle by an operation, and a collision avoidance trajectory R3 that avoids a collision with an obstacle by a leftward steering operation. A collision avoidance trajectory suitable for the driver's vehicle operation for avoiding a collision with an object can be generated.

  In the vehicle control process according to the first embodiment of the present invention, the vehicle controller 12 selects the collision avoidance track R1 that avoids a collision with an obstacle by a braking operation when a braking operation by the driver is detected. If a rightward steering operation by the driver is detected, the collision avoidance track R2 that avoids a collision with an obstacle is selected by the rightward steering operation, and the leftward steering operation by the driver is performed. If detected, a collision avoidance trajectory R3 for avoiding a collision with an obstacle is selected by a steering operation in the left direction. If a collision avoidance trajectory corresponding to the driver's vehicle operation is not generated, the driver's vehicle is selected. Since the collision avoidance trajectory closest to the obstacle is selected from the point where the operation is detected, the collision avoidance control can be executed without making the driver feel as uncomfortable as possible. .

  Further, in the vehicle control process according to the first embodiment of the present invention, the vehicle controller 12 causes the collision avoidance control start point of the plurality of collision avoidance tracks to be closer to the obstacle than the point where the driver's vehicle operation is detected. If it is located or at the same point, it is determined whether or not the traveling trajectory of the vehicle 1 by the driver's vehicle operation overlaps any of the plurality of collision avoidance trajectories. When the traveling track of the vehicle 1 by the driver's vehicle operation overlaps any one of the plurality of collision avoidance tracks, the vehicle controller 12 selects the collision avoiding track that overlaps the traveling track of the vehicle 1 by the driver's vehicle operation. When the collision avoidance control is executed at the timing when the traveling track of the vehicle 1 by the driver's vehicle operation overlaps the collision avoidance track, and the traveling track of the vehicle 1 by the driver's vehicle operation does not overlap any of the plurality of collision avoidance tracks Does not execute collision avoidance control.

  On the other hand, when the collision avoidance control start point of the plurality of collision avoidance trajectories is at a position farther from the obstacle than the point where the driver's vehicle operation is detected, the vehicle controller 12 controls the vehicle by the driver's vehicle operation. It is determined whether or not one traveling track overlaps any one of a plurality of collision avoidance tracks, and when the traveling track of the vehicle 1 by the driver's vehicle operation overlaps any of the plurality of collision avoidance tracks, the driver's vehicle operation A collision avoidance trajectory that overlaps the travel trajectory of the vehicle 1 is selected, collision avoidance control is executed at a timing when the travel trajectory of the vehicle 1 by the driver's vehicle operation overlaps the collision avoidance trajectory, and the vehicle 1 travels by the driver's vehicle operation. When the trajectory does not overlap any of the plurality of collision avoidance trajectories, the collision avoidance trajectory with the closest collision avoidance control start point from the vehicle 1 is selected.

  According to such processing, when a collision with an obstacle can be avoided by a driver's vehicle operation, the collision avoidance control is not performed and the driver's operation amount is left to the driver's operation amount. When there is a shortage in avoiding the collision, the collision avoidance control can be naturally executed without hindering the driving operation of the driver.

[Modification]
Next, a modified example of the travel control process according to the first embodiment will be described with reference to the flowchart shown in FIG. The flowchart shown in FIG. 5 starts at the timing when the ignition switch of the vehicle 1 is switched from the off state to the on state, and the travel control process proceeds to step S21. Note that the processing from step S21 to step S24 has the same contents as the processing from step S1 to step S4 in the flowchart shown in FIG. 3, and therefore the description thereof will be omitted below and the description will be started from the processing of step S25.

  In the process of step S25, the vehicle controller 12 refers to input information from the steering angle sensor 8 and the brake pedal 9, and determines whether or not at least one of a steering operation and a braking operation by the driver has been detected. If neither the steering operation nor the braking operation has been detected as a result of the determination, the vehicle controller 12 advances the travel control process to step S26. On the other hand, when at least one of the steering operation and the braking operation is detected, the vehicle controller 12 advances the travel control process to the process of step S28.

In the process of step S26, the vehicle controller 12 causes the collision when the vehicle arrives at the control start point of the collision avoidance track whose control start point _TTTC calculated by the process of step S23 is closest to the obstacle. wherein it is determined whether or not the estimated time T ₂ or more. Result of the determination, if the collision estimated time T _TTC is estimated collision time T ₂ or more, the vehicle controller 12 returns the vehicle control process to a process of step S25. On the other hand, if the collision prediction time T _TTC is not collision prediction time T ₂ or more, the vehicle controller 12 advances the vehicle control process to a process of step S27.

  In the process of step S27, the vehicle controller 12 automatically generates a route most suitable for avoiding an obstacle. This route is set, for example, from a trajectory drawn along the traveling direction of the obstacle with the minimum relative distance to the obstacle set to 1 m. Thereby, the process of step S27 is completed and the vehicle control process proceeds to the process of step S31.

  In the process of step S28, the travel controller 12 uses the travel path information detected by the process of step S21 and the input information from the yaw rate sensor 5, the lateral G / front / rear G sensor 6, and the wheel speed sensor 7. Thus, a plurality of traveling trajectories of the vehicle 1 for avoiding a collision between the vehicle 1 that matches the vehicle operation of the driver detected in the process of step S25 and the obstacle are generated as a collision avoidance trajectory. Specifically, when a rightward steering operation by the driver is detected in the process of step S25, the traveling controller 12 determines that the collision avoidance trajectory suitable for the rightward steering operation, A collision avoidance trajectory that is suitable when both the steering operation in the direction and the braking operation are performed is generated. In this case, the traveling controller 12 may generate a plurality of collision avoidance tracks according to the steering angular velocity. Thereby, the process of step S28 is completed and the traveling control process proceeds to the process of step S29.

In the process of step S29, the vehicle controller 12, the collision prediction time T _TTC calculated by the process at step S23 it is determined whether a predetermined time T ₃ below. The vehicle controller 12 advances the vehicle control process to a process of step S30 at the timing when the collision prediction time T _TTC has reached a predetermined time T ₃ below.

In the process of step S30, the vehicle controller 12 from the plurality of collision avoidance routes generated by the processing in step S28, the collision prediction time from the generating the plurality of collision avoidance routes is below a predetermined value T ₃ The collision avoidance trajectory corresponding to the vehicle operation performed by the driver is selected. Specifically, if the vehicle operation that the driver has performed during the period from to generate a plurality of collision avoidance routes until the collision estimated time becomes equal to or less than the predetermined value T ₃ is only the steering operation to the right, the vehicle The controller 12 selects a collision avoidance trajectory that is suitable when a steering operation in the right direction is performed. When a plurality of collision avoidance trajectories are generated according to the steering angular velocity, the vehicle controller 12 steers from the generation of the plurality of collision avoidance trajectories until the predicted collision time becomes a predetermined value T3 or less. An angular velocity is calculated, and a collision avoidance trajectory having a steering angular velocity closest to the calculated steering angular velocity is selected. Thereby, the process of step S30 is completed and the vehicle control process proceeds to the process of step S31.

  In the process of step S31, the vehicle controller 12 controls the brake actuator 10 and the steering actuator 11 so that the vehicle 1 travels along the collision avoidance track selected by the process of step S27 or step S30. Thereby, the process of step S31 is completed and a travel control process progresses to the process of step S32.

  In the process of step S32, the vehicle controller 12 determines whether or not the possibility of a collision between the vehicle 1 and an obstacle has been eliminated by vehicle control or a driver's vehicle operation. As a result of the determination, if the possibility of the collision is not lost, the vehicle controller 12 maintains the current control state, and returns the vehicle control process to the process of step S21 at the timing when the possibility of the collision is lost. The vehicle control process for the obstacle is executed.

As apparent from the above description, according to this modification, in addition to the effects of the first embodiment, after multiple avoidance trajectory generation, when the collision prediction time is equal to or less than a predetermined value T ₃ (step S29), selecting avoidance route corresponding to the driver operation after trajectory generation until T ₂ (step S30), for example the driver of the operation selects the orbit of the right steering only Once was only rightward steering, the steering of the more the driver The trajectory along can be selected quickly.

The selection of the collision avoidance route may be other than generating a collision avoidance route number and the collision prediction time from is based on a vehicle operation that the driver performs until equal to or less than a predetermined value T ₃ . For example, the state of the driving operation may be detected for a predetermined time after starting the driving operation of the driver, and the collision avoidance trajectory may be selected based on the state of the driving operation.

[Second Embodiment]
Next, with reference to FIGS. 6 to 9, the operation of the control device according to the second embodiment of the present invention will be described.

[Configuration of control device]
As shown in FIG. 6, the control device according to the second embodiment of the present invention has a configuration in which an alarm device 13 is added to the control device according to the first embodiment, and the alarm device 13 is a vehicle control controller. According to the control No. 12, an alarm is issued to inform the driver of the danger of collision with an obstacle. In this control apparatus, the vehicle controller 12 functions as the avoidance trajectory generation means 25, the avoidance trajectory selection / correction means 27, and the collision alarm generation determination means 28 according to the present invention shown in FIG. It functions as the collision warning generating means 29 according to the present invention shown in FIG.

[Vehicle control processing]
In the control device having such a configuration, the vehicle controller 12 avoids the vehicle 1 from colliding with an obstacle by executing the following travel control process. Hereinafter, the operation of the vehicle controller 12 when executing the travel control process will be described with reference to a flowchart shown in FIG. Note that the processing from step S41 to step S45 is the same as the processing from step S1 to step S5 in the flowchart shown in FIG. 3, and therefore the description thereof is omitted below and the description starts from the processing of step S46.

  In the process of step S46, if the vehicle controller 12 determines whether it is time to issue an alarm notifying the driver of the danger of collision with an obstacle, and if it is determined that it is time to issue an alarm, An alarm is generated by controlling the device 13. In this embodiment, the determination process of whether or not it is a timing to issue an alarm is performed from the control start point farthest from the obstacle among the control start points of the plurality of collision avoidance trajectories generated by the process of step S45. When the vehicle arrives at a point that has traveled in the direction of the obstacle for the distance that the vehicle 1 runs idle from when the driver hears the alarm to when it reacts. An alarm is issued. Thereby, the process of step S46 is completed and the vehicle control process proceeds to the process of step S47.

  In the process of step S47, the vehicle controller 12 refers to input information from the steering angle sensor 8 and the brake pedal 9, and determines whether or not at least one of a steering operation and a braking operation by the driver has been detected. If neither the steering operation nor the braking operation has been detected as a result of the determination, the vehicle controller 12 advances the travel control process to step S48. Note that the processing in step S48 and step S49 is the same as the processing in step S8 and the processing in step S9 in the flowchart shown in FIG. On the other hand, when at least one of the steering operation and the braking operation is detected, the vehicle controller 12 advances the travel control process to step S50.

  In the process of step S50, the vehicle controller 12 selects a collision avoidance trajectory that matches the operation content of the driver detected by the process of step S47 from the plurality of collision avoidance trajectories generated by the process of step S45. . Note that the processing in step S50 is the same as the processing in step S7 of the flowchart shown in FIG. Thereby, the process of step S50 is completed and the vehicle control process proceeds to the process of step S51.

In the process of step S51, the vehicle controller 12 corrects the collision avoidance trajectory selected in step S50 according to the timing at which the driver performs the operation. Specifically, as shown in FIG. 9, when the driver starts the vehicle operation before the vehicle 1 reaches the control start point P _B of the selected collision avoidance track R, the vehicle controller 12 as raceways R _a of the vehicle 1 by the vehicle operation of the driver overlaps with collision avoidance route R, the driver collision avoidance control is started from the point P _a that initiated the operation. Thereby, the process of step S51 is completed and the vehicle control process proceeds to the process of step S52.

  In the process of step S52, the vehicle controller 12 controls the brake actuator 10 and the steering so that the vehicle 1 travels along the collision avoidance path selected by the process of step S49 or the collision avoidance path corrected by the process of step S51. The actuator 11 is controlled. Thereby, the process of step S52 is completed and a travel control process progresses to the process of step S53.

  In the process of step S53, the vehicle controller 12 determines whether or not there is no possibility of a collision between the vehicle 1 and an obstacle due to the vehicle control or the driver's vehicle operation. As a result of the determination, if the possibility of the collision is not lost, the vehicle controller 12 maintains the current control state, and returns the vehicle control process to the process of step S41 at the timing when the possibility of the collision is lost. The vehicle control process for the obstacle is executed.

  As is clear from the above description, in the vehicle control process according to the second embodiment of the present invention, the vehicle controller 12 before the vehicle 1 reaches the collision avoidance control start point of the selected collision avoidance track. When the driver's vehicle operation is detected, the collision avoidance trajectory selected to start the collision avoidance control from the point where the driver's vehicle operation is detected is corrected, so the driver avoids the collision at his own will. Even if the operation is started, the collision avoidance control can be added without making the driver feel uncomfortable.

  In the vehicle control process according to the second embodiment of the present invention, the vehicle controller 12 starts from the collision avoidance control start point that is farthest from the obstacle among the collision avoidance control start points of the plurality of collision avoidance tracks. , It is determined whether or not the vehicle 1 has reached a point that has traveled in the direction of the obstacle by the distance that the vehicle 1 runs idle from when the driver hears the alarm until it reacts, and the vehicle reaches that point In this case, since the alarm is issued by controlling the alarm device 13, a collision alarm can be notified to the driver at an appropriate timing.

  As mentioned above, although the embodiment to which the invention made by the present inventor is applied has been described, the present invention is not limited by the description and the drawings that form part of the disclosure of the present invention according to this embodiment. That is, it should be added that other embodiments, examples, operation techniques, and the like made by those skilled in the art based on this embodiment are all included in the scope of the present invention.

1: vehicle 2: radar 3: imaging device 4: image processing device 5: yaw rate sensor 6: lateral G / front-rear G sensor 7: wheel speed sensor 8: steering angle sensor 9: brake pedal sensor 10: brake actuator 11: steering actuator 12: Vehicle controller 13: Alarm device 21: Obstacle detection means 22: Vehicle motion state detection means 23: Driver operation amount detection means 24: Vehicle motion control means 25: Avoidance trajectory generation means 26: Avoidance trajectory selection means 27: Avoidance trajectory selection / correction means 28: collision warning generation determination means 29: collision warning generation means

Claims (22)

A process for detecting obstacles ahead of the vehicle,
A process for detecting the motion state of the host vehicle;
A process for detecting an operation of the host vehicle by detecting at least a first steering operation amount by a driver;
A process of generating a collision avoidance trajectory for avoiding the collision of the host vehicle based on the detected obstacle and the motion state of the host vehicle;
Have a processing for travel control of the vehicle based on the collision avoidance route the generated,
If the detected first steering operation amount is insufficient to reach the collision avoidance track while the host vehicle is avoiding an obstacle, the first steering operation amount is increased to avoid the collision. A traveling control method for a vehicle , wherein the traveling control of the host vehicle is performed so as to reach a track . The vehicle travel control method according to claim 1,
The process of generating the collision avoidance trajectory generates a plurality of collision avoidance trajectories for avoiding a collision of the host vehicle with the obstacle based on the detected obstacle and the motion state of the host vehicle. Including
A process of selecting a collision avoidance track corresponding to the detected operation of the host vehicle from the plurality of collision avoidance tracks;
Among the plurality of collision avoidance trajectories, a collision avoidance trajectory that avoids a collision with an obstacle by a steering operation in the right direction, and a collision avoidance trajectory that avoids a collision with an obstacle by a steering operation in the left direction; A vehicle travel control method comprising at least two types of collision avoidance tracks. 3. The vehicle travel control method according to claim 2, wherein the processing to be selected is
When a steering operation in the right direction by the driver is detected, a collision avoidance track that avoids a collision with an obstacle by the steering operation in the right direction is selected,
A vehicle travel control method comprising: selecting a collision avoidance trajectory that avoids a collision with an obstacle by a leftward steering operation when a leftward steering operation by a driver is detected. The vehicle travel control method according to any one of claims 1 to 3,
The vehicle travel control method, wherein the travel control of the host vehicle suppresses the travel control when the first operation amount is an avoidance operation amount exceeding the collision avoidance track. The vehicle travel control method according to any one of claims 2 to 4,
The plurality of collision avoidance trajectories include at least three types of collision avoidance trajectories including a collision avoidance trajectory that avoids a collision with an obstacle by a braking operation,
The vehicle control method according to claim 1, wherein the selecting process selects a collision avoidance track that avoids a collision with an obstacle by a braking operation when a braking operation by a driver is detected. The vehicle travel control method according to any one of claims 2 to 5, wherein the collision avoidance trajectory is selected when there is no collision avoidance trajectory corresponding to the operation of the host vehicle by the driver. A vehicle travel control method, comprising: selecting a collision avoidance trajectory closest to an operation start point when the collision avoidance control is started. The vehicle travel control method according to any one of claims 2 to 6,
The process of selecting the collision avoidance trajectory determines whether or not the traveling trajectory of the host vehicle operated by the driver overlaps the selected collision avoidance trajectory,
The process for controlling the traveling of the host vehicle changes a travel control mode based on the determination result. The vehicle travel control method according to any one of claims 2 to 7,
The process of selecting the collision avoidance trajectory determines whether the operation start point of the driver is on the obstacle side of the control start point of the selected collision avoidance trajectory,
The process for controlling the traveling of the host vehicle changes a travel control mode based on the determination result. The vehicle travel control method according to any one of claims 2 to 8, wherein the driver's own vehicle before the vehicle arrives at the collision avoidance control start point of the selected collision avoidance track. A vehicle travel control method comprising a process of correcting a collision avoidance track selected so as to start the collision avoidance control from a point where an operation of the host vehicle by the driver is detected when an operation is detected. . 10. The vehicle travel control method according to claim 2, wherein a collision avoidance control start at a position farthest from an obstacle among the collision avoidance control start points of the plurality of collision avoidance trajectories is started. The vehicle travel control includes a process of determining whether or not the host vehicle has reached a point advanced in the direction of the obstacle by a predetermined distance from the point, and issuing a warning when the vehicle reaches the point Method. The vehicle travel control method according to any one of claims 1 to 10,
A process of calculating a second steering operation amount to be added to the first steering operation amount in order to reach the generated collision avoidance trajectory;
If the detected first steering operation amount is insufficient to reach the collision avoidance track while the host vehicle is avoiding an obstacle, the second steering operation is set to the first steering operation amount. A travel control method for a vehicle, wherein the travel control of the host vehicle is performed so as to reach the collision avoidance track with an amount added. Obstacle detection means for detecting obstacles existing in front of the host vehicle;
Vehicle motion state detection means for detecting the motion state of the host vehicle;
A driving operation detecting means for detecting an operation of the host vehicle by detecting at least a first steering operation amount by the driver;
Avoidance trajectory generating means for generating a collision avoidance trajectory for avoiding the collision of the host vehicle based on the detected obstacle and the motion state of the host vehicle;
Vehicle movement control means for controlling the travel of the host vehicle based on the collision avoidance trajectory generated by the avoidance trajectory generation means ,
If the detected first steering operation amount is insufficient to reach the collision avoidance trajectory while the host vehicle is avoiding an obstacle, the vehicle motion control means is configured to use the first steering operation amount. The vehicle travel control device is configured to control the travel of the host vehicle so as to reach the collision avoidance track by increasing The vehicle travel control apparatus according to claim 12 ,
The avoidance trajectory generating means generates a plurality of collision avoidance trajectories for avoiding collision of the host vehicle with the obstacle based on the detected obstacle and the motion state of the host vehicle.
An avoidance trajectory selecting means for selecting a collision avoidance trajectory corresponding to the detected operation of the host vehicle from the plurality of collision avoidance trajectories;
Among the plurality of collision avoidance trajectories, a collision avoidance trajectory that avoids a collision with an obstacle by a steering operation in the right direction, and a collision avoidance trajectory that avoids a collision with an obstacle by a steering operation in the left direction; A vehicle travel control device including at least two types of collision avoidance tracks. The vehicle travel control apparatus according to claim 13 , wherein the avoidance trajectory selection means includes:
When a steering operation in the right direction by the driver is detected, a collision avoidance track that avoids a collision with an obstacle by the steering operation in the right direction is selected,
A vehicle travel control device that selects a collision avoidance track that avoids a collision with an obstacle by a leftward steering operation when a leftward steering operation by a driver is detected. The travel control device for a vehicle according to any one of claims 12 to 14 ,
The vehicle motion control unit is characterized in that the travel control is suppressed when the first steering operation amount is an avoidance operation amount exceeding the collision avoidance track. The vehicle travel control device according to any one of claims 13 to 15 ,
The plurality of collision avoidance trajectories include at least three types of collision avoidance trajectories including a collision avoidance trajectory that avoids a collision with an obstacle by a braking operation,
The avoidance trajectory selecting means selects a collision avoidance trajectory that avoids a collision with an obstacle by a braking operation when a braking operation by a driver is detected. The travel control device for a vehicle according to any one of claims 13 to 16 , wherein the avoidance trajectory selection means determines that there is no collision avoidance trajectory corresponding to the operation of the host vehicle by the driver. A travel control device for a vehicle, wherein a collision avoidance trajectory closest to an operation start point is selected at a point where collision avoidance control is started. The vehicle travel control device according to any one of claims 13 to 17 ,
The avoidance trajectory selecting means determines whether or not the traveling trajectory of the host vehicle operated by the driver overlaps the selected collision avoidance trajectory,
The vehicle motion control means changes a travel control mode based on the determination result. The vehicle travel control device according to any one of claims 13 to 18 ,
The avoidance trajectory selecting means determines whether or not the driver's operation start point is on the obstacle side with respect to the control start point of the selected collision avoidance trajectory,
The vehicle motion control means changes a travel control mode based on the determination result. The travel control device for a vehicle according to any one of claims 13 to 19 ,
If an operation of the host vehicle by the driver is detected before the host vehicle reaches the collision avoidance control start point on the selected collision avoidance track, the collision avoidance control is performed from the point where the driver operation of the host vehicle is detected. A vehicle travel control apparatus, further comprising a correcting unit that corrects the collision avoidance trajectory selected to start. Of claims 13 to claim 20, in the travel control device for a vehicle according to any one, the collision avoidance control start located farthest from the obstacle in the collision avoidance control start point of a plurality of collision avoidance routes The vehicle further comprises warning means for determining whether or not the host vehicle has reached a point that has traveled in the direction of the obstacle by a predetermined distance from the point, and that issues a warning when the vehicle reaches the point. Travel control device. The travel control device for a vehicle according to any one of claims 12 to 21,
The driving operation detection means calculates a second steering operation amount to be added to the first steering operation amount to reach the generated collision avoidance trajectory;
If the detected first steering operation amount is insufficient to reach the collision avoidance trajectory while the host vehicle is avoiding an obstacle, the vehicle motion control means is configured to use the first steering operation amount. A travel control device for a vehicle characterized in that the travel control of the host vehicle is performed so as to reach the collision avoidance track by adding the second steering operation amount.

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