JP6423822B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control apparatus that performs driving control so as not to deviate from a running lane.

Conventionally, lane keeping support control for assisting steering operation has been proposed so that the host vehicle does not deviate from the traveling lane. In addition, such lane keeping support control is considered to stop functioning by a winker operation by a driver so as not to hinder left-right turn and lane change at an intersection.
In contrast to such a vehicle control device, Patent Document 1 discloses a function of lane keeping support control when there is an obstacle on the course of the lane in which the host vehicle travels and the traveling lane is narrowed. It has been proposed to stop.
For example, if the lane keeping assist control functions in a situation where the driver avoids the obstacle while the discovery of the obstacle on the route is slightly delayed, there is a possibility that the driver may interfere with the avoidance operation. . Therefore, in Patent Document 1, the lane keeping support control is stopped under certain conditions, and the avoidance operation by the driver is prioritized.

JP 2010-18207 A

  However, in the control method of Patent Literature 1, since the lane keeping support control is stopped in order to give priority to the avoidance operation by the driver, the support for suppressing the steering operation in the direction in which the obstacle exists is also stopped. End up. For this reason, control which can be avoided more stably is desired.

  Therefore, an object of the present invention is to provide a vehicle control device capable of providing avoidance support while giving priority to avoidance operation by a driver in avoiding a collision with an obstacle on a route.

In order to achieve the above object, a vehicle control device according to the present invention includes lane information acquisition means for acquiring lane information of a lane in which the vehicle is traveling, and the vehicle is traveling based on the acquired lane information. Lateral movement control means for applying a steering load torque for restricting steering in both the left and right directions so as to travel without departing along the lane, and an obstacle for detecting an obstacle present on the course of the vehicle Detection means; determination means for determining whether or not a collision with the obstacle detected by steering is avoidable; obstacle detection means for detecting an obstacle present on the course of the vehicle; In the vehicle control apparatus comprising: virtual path setting means that has priority over the lane information of the middle lane and that virtually detours the vehicle avoiding a collision with the obstacle, the lateral movement control means includes: According to the virtualized lane information of the detour The restriction on the steering in the direction in which it is determined that collision avoidance is possible is released or relaxed, and in the state before the detour start where the vehicle is located in front of the obstacle, the lane information of the lane in which the vehicle is traveling is used. In addition, the steering load is applied in both the left and right directions to limit the steering, and in a steering state in which the vehicle avoids the obstacle, the steering load in the direction toward the obstacle so as not to deviate from the detour. While applying torque, the steering load torque for steering in a direction to avoid an obstacle is interrupted.

According to such a configuration, the control means limits the driver's steering operation so that the vehicle does not deviate from the virtual detour, thereby complicating the control of the operation support for obstacle avoidance. Therefore, avoidance support can be performed while giving priority to avoidance operation by the driver. Thus, avoidance support can be performed while giving priority to avoidance operation by the driver without complicating control of operation support for obstacle avoidance.

  In the vehicle control device, the steering wheel ratio of the steered wheel that configures the wheel of the vehicle and changes the direction of the vehicle, and the steering angle ratio that is a ratio of the steered amount of the steered wheel with respect to the steering operation amount is set. Possible steering angle ratio variable means, and the steering angle ratio variable means sets the steering angle ratio larger than before the obstacle is detected by detecting the obstacle by the obstacle detection means. Is preferred.

  According to such a configuration, when an obstacle is detected on the course, the turning performance of the vehicle is improved by increasing the steering angle ratio of the steering angle ratio variable means, so that the obstacle can be easily avoided. Yes.

  In the vehicle control device, the vehicle control device includes a driven wheel composed of the wheels other than the steered wheel, and auxiliary steering means for changing a toe angle of the driven wheel in synchronization with a steering operation. It is preferable that the toe angle of the driven wheel is set in phase with the steered wheel by detecting the obstacle by the obstacle detecting means.

  According to such a configuration, the turning behavior of the vehicle at the time of obstacle avoidance can be stabilized by setting the toe angle of the driven wheel in phase with the steered wheel.

  The vehicle control device further includes a braking control unit that performs braking control for each wheel according to a traveling state of the vehicle, and the braking control unit is forced by detecting the obstacle by the obstacle detection unit. It is preferable to operate automatically.

  According to such a configuration, when the driver performs an unnecessary steering operation in the collision avoidance direction, the behavior of the vehicle may become unstable. Even in such a situation, since the behavior of the vehicle can be stabilized by performing braking control for each wheel, an obstacle can be avoided more safely.

Further, in the vehicle control device, a lane information acquisition unit that acquires lane information of a lane in which the vehicle is traveling, an obstacle detection unit that detects an obstacle existing on the course of the vehicle, and the acquired lane information And a traveling path setting unit that sets a traveling path based on the obstacle, and a determination unit that determines whether or not a collision with the detected obstacle can be avoided by movement of the vehicle in the lane width direction. The travel track setting means restricts the travel track in the lane width direction when no obstacle is detected by the obstacle detection means, and when the obstacle detection means detects the obstacle The lane width in a direction that is prioritized over the lane information of the travel track and that is assumed to be capable of avoiding a collision by the determination means , assuming that the vehicle avoids a collision with the obstacle. Vs. direction That releases the restriction of the running track, or while relaxing, the vehicle is in a state before bypass starting located in front of the obstacle, based on the lane information of the running track, the steering load torque applied to the left and right directions Te limits the steering, the vehicle is in the state of being steered to avoid the obstacle, so as not to deviate from該迂circuit, while applying a steering torque applied to the direction toward the obstacle avoiding an obstacle The steering load torque for steering in the direction is preferably interrupted.

According to such a configuration, when there is no obstacle on the course of the vehicle (or when the risk of collision is low), the lane width direction of the traveling track is to prevent deviation from the lane in which the vehicle is traveling. Limit the deviation to In addition, when there is an obstacle on the course of the vehicle (or when the collision risk is high), avoidance in the lane width direction can be avoided so as not to deviate from the detour when avoiding collision with the obstacle. Remove or relax restrictions on travel trajectory with respect to direction. Thereby, avoidance of a collision with an obstacle can be performed smoothly.
Furthermore, when it is adopted in a vehicle capable of automatic driving, it is possible to achieve both prevention of departure from a running lane and obstacle avoidance in automatic driving. That is, when a restriction is imposed on the set traveling track (vehicle action plan), the restriction can be relaxed.
Further, in the vehicle control device, the lateral movement control means applies a steering load torque in a direction determined to avoid the collision when the vehicle returns to the original lane after the obstacle avoidance. On the other hand, when the steering load torque in the direction returning to the center of the lane is interrupted and returned to the center of the lane, it is preferable to apply the steering load torque to the steering in both the left and right directions.
According to such a configuration, avoidance support can be performed while giving priority to avoidance operation by the driver.
In the vehicle control device, the traveling track setting means applies a steering load torque in a direction determined to avoid the collision when the vehicle returns to the original lane after obstacle avoidance. On the other hand, when the steering load torque in the direction returning to the center of the lane is interrupted and returned to the center of the lane, it is preferable to apply the steering load torque to the steering in both the left and right directions.
According to such a configuration, avoidance support can be performed while giving priority to avoidance operation by the driver.

  ADVANTAGE OF THE INVENTION According to this invention, in the collision avoidance with the obstacle on a course, the vehicle control apparatus which can perform avoidance assistance can be provided, giving priority to the driver's avoidance operation.

It is a mimetic diagram showing a vehicle carrying a vehicle control device concerning this embodiment. FIG. 5A is a characteristic diagram showing a steering angle ratio with respect to the vehicle speed of the steering angle ratio variable unit, FIG. 5A shows a characteristic in base control, and FIG. FIG. 5A is a characteristic diagram showing a steering angle characteristic with respect to the vehicle speed of the auxiliary steering unit, in which FIG. It is a block diagram which shows the structure of a braking means. It is a block diagram which shows the structure of a vehicle control apparatus. It is explanatory drawing which shows the detour route virtualized by the virtual route setting means. It is a flowchart which shows the operation | movement procedure of the vehicle control apparatus which concerns on this embodiment. It is explanatory drawing which shows the effect | action of the vehicle control apparatus when detouring an obstruction without setting a virtual road. It is a flowchart which shows another aspect of the operation | movement procedure of the vehicle control apparatus which concerns on this embodiment. It is a flowchart which shows another aspect of the operation | movement procedure of the vehicle control apparatus which concerns on this embodiment. It is a flowchart which shows another aspect of the operation | movement procedure of the vehicle control apparatus which concerns on this embodiment.

  An embodiment of the present invention will be described in detail with reference to the drawings as appropriate. The same components are denoted by the same reference numerals, and redundant description is omitted.

<1. Configuration of own vehicle in which vehicle control device is installed>
As shown in FIG. 1, a vehicle C equipped with the vehicle control device 1 of this embodiment includes wheels W, a steering device S (steering angle ratio variable means SF, auxiliary steering means SR), and braking means BR. .

The wheels W are composed of a total of four wheels including left and right front wheels WFR and WFL and left and right rear wheels WRR and WRL arranged at four corners of the vehicle C.
The left and right front wheels WFR and WFL function as steered wheels that change the traveling direction of the vehicle C and steer along the steering direction of the steering device S.
The left and right rear wheels WRR and WRL function as driven wheels including wheels other than the steered wheels, and roll as the vehicle travels.
The left and right rear wheels WRR, WRL are provided with auxiliary steering means SR, and the toe angle is changed in synchronization with the left and right front wheels WFR, WFL being steered.

The steering device S includes a steering wheel SW, a steering angle ratio varying unit SF, an auxiliary steering unit SR, and a lateral movement control unit SU.
The steering wheel SW is installed as an operation unit when the front wheels WFR and WFL are steered, and is turned by the driver (steering operation).

  The steering angle ratio varying means SF transmits the steering operation by the driver to the left and right front wheels WFR, WFL and steers it. Further, the steering angle ratio varying means SF is configured to change the steering angle ratio, which is the ratio of the steering amounts of the left and right front wheels WFR and WFL, with respect to the driver's steering operation amount, according to the traveling situation. As such a steering angle ratio varying means SF, for example, a well-known steer-by-wire can be employed.

  The auxiliary steering means SR changes the toe angles of the left and right rear wheels WRR, WRL in synchronization with the left and right front wheels WFR, WFL steered by the steering operation by the driver. Further, the auxiliary steering means SR is configured so that the toe angle to be changed can be changed according to the traveling situation by using the electric actuator SR1.

The lateral movement control means SU determines the rudder angle ratio of the rudder angle ratio variable means SF and the toe angle of the auxiliary steering means SR according to the traveling state (vehicle speed or the like) of the vehicle.
For example, for the left and right front wheels WFR and WFL, as shown in FIG. 2A, the steering amount of the front wheels WFR and WFL is larger than the steering operation amount in the low speed range during normal travel (during normal control). Set the rudder angle ratio to a large value (quick ratio). As a result, the small turn of the vehicle C is improved, and garage entry and the like can be performed easily. Further, in the high speed range during normal control, the steering angle ratio is set to be small (slow ratio) so that the steering amount is small with respect to the steering operation amount. Thereby, the running stability of the vehicle C can be improved.
When the collision with the obstacle is avoided by the steering operation (lateral movement operation) by the driver (in the avoidance control) with respect to such a normal control, as shown in FIG. Increase the rudder angle ratio in the entire speed range while maintaining the same gear ratio trend in the high and high speed ranges. Thereby, turning performance is improved, and obstacles can be easily avoided by steering operation.

In addition, as shown in FIG. 3A, for the left and right rear wheels WRR and WRL, in the low speed range during normal travel (during normal control), the toe angles of the rear wheels WRR and WRL are The front wheels WFR and WFL are set so as to be in opposite phase to the steered direction. As a result, the small turn of the vehicle C is improved, and garage entry and the like can be performed easily. Further, in the high speed range during normal control, the toe angles of the rear wheels WRR and WRL are set so as to be in phase with the turning direction of the front wheels WFR and WFL. Thereby, the running stability of the vehicle C can be improved.
When the collision with the obstacle is avoided (during avoidance control) by the steering operation (lateral movement operation) by the driver, the speed is low as shown in FIG. Regardless of the area and the high speed area, the rear wheels WRR and WRL are set so that the toe angles are in phase with the steering direction of the front wheels WFR and WFL. Thereby, it is possible to prevent the behavior of the vehicle C when the obstacle M is avoided from being disturbed.

The lateral movement control means SU applies a steering load torque to a steering operation in a direction deviating from the lane P in accordance with a command from the control means 15 described later during operation of the vehicle control device 1.
Further, the lateral movement control means SU can use torque vectoring in addition to the aforementioned steering when moving the vehicle C in the lateral direction. Torque vectoring is a technique in which the driving force and braking force applied to the wheels W are different for each wheel W, thereby generating a torque difference on the left and right to move the vehicle in the lateral direction.

  As shown in FIG. 4, in the braking means BR, a brake pedal BR1 operated by a driver is connected to a master cylinder BR3 via an electronically controlled negative pressure booster BR2. The output port BR4 of the master cylinder BR3 is connected to brake calipers BRFL, BRFR, BRRL, BRRR provided on the front wheels WFL, WFR and the rear wheels WRL, WRR, respectively, via the hydraulic control means BR5.

The electronically controlled negative pressure booster BR2 mechanically boosts the depression force of the brake pedal BR1 to operate the master cylinder BR3. In addition, the electronically controlled negative pressure booster BR2 activates the master cylinder BR3 by a control signal from the brake control means BRU without depending on the operation of the brake pedal BR1 during automatic braking.
An input rod (not shown) of the electronically controlled negative pressure booster BR2 is connected to the brake pedal BR1 via a lost motion mechanism (not shown). Through the lost motion mechanism, even if the electronically controlled negative pressure booster BR2 is actuated by a signal from the braking control means BRU and the input rod moves, the brake pedal BR1 remains in the initial position.
In addition, when a pedaling force is input to the brake pedal BR1 and a braking command signal is input from the braking control means BRU, the electronically controlled negative pressure booster BR2 outputs the brake hydraulic pressure in accordance with whichever is greater. .

The hydraulic pressure control means BR5 includes a pressure regulator BR6 in each of the brake calipers BRFL, BRFR, BRRL, BRRR.
Each pressure regulator BR6 individually controls the operation of the brake calipers BRFL, BRFR, BRRL, BRRR provided for each wheel W according to the command of the brake control means BRU. Thereby, the anti-lock brake control which suppresses the lock | rock of the wheel W at the time of sudden braking can be performed. Further, by generating a braking force for each wheel W, it is possible to arbitrarily control the yaw moment of the vehicle and to stabilize the vehicle behavior during turning.

<2. Configuration of Vehicle Control Device>
The vehicle control device 1 according to the present embodiment performs lane departure prevention control for preventing departure from a lane that is not intended by the driver due to inadvertently, faintly, falling asleep, looking aside, and the like while the vehicle is traveling. Moreover, the vehicle control apparatus 1 performs obstruction avoidance control, when the presence of the obstruction M on the course of the vehicle C is detected (refer FIG. 6).
In the lane departure prevention control, a steering load torque is applied to a steering operation in which the vehicle C deviates from the lane P, and the departure from the lane P is prevented by limiting the steering operation.
In the obstacle avoidance control, when the lane departure prevention control is being performed, the restriction (applying the steering load torque) to the steering operation in the direction in which it is determined that collision avoidance is possible is released or relaxed.
In addition to objects detected as obstacles M, in addition to stationary objects such as falling objects on the road, moving objects such as other vehicles, pedestrians, and bicycles, and sudden and temporary travel on construction sites are not possible. An area is included.

  As shown in FIG. 5, the vehicle control apparatus 1 of the present embodiment includes an external sensor 11, a lane information acquisition unit 12, an obstacle detection unit 13, a virtual road setting unit 14, a travel track setting unit 16, and a control unit 15 ( Determination means). The lane information acquisition unit 12, the obstacle detection unit 13, the virtual route setting unit 14, and the control unit 15 are combined into one as the control unit U.

The external sensor 11 detects surrounding conditions surrounding the vehicle C, other vehicles, pedestrians, and the like, and includes a camera 11a that can capture images in the visible light region and the infrared region, and a millimeter wave radar 11b. .
The lane information acquisition unit 12 detects a lane marking L (so-called white line) installed on the road in order to divide the lane using a known method based on information from the external sensor 11. And the lane information acquisition means 12 judges the area | region between the two lane markings L extended from the both sides of the vehicle C to the front and back as a running lane. Further, the lane information acquisition unit 12 detects another lane in which the vehicle C can travel and a roadside zone as a room for avoiding a collision based on information from the external sensor 11 (see FIG. 6).
The obstacle detection means 13 detects the obstacle M present on the course of the vehicle C based on the information from the external sensor 11, the distance to the obstacle M, and the obstacle. The magnitude of M is calculated.

  As shown in FIG. 6, the virtual road setting unit 14 avoids a collision with the obstacle M in a region where a room where collision avoidance is possible is detected from the acquired lane information and obstacle information. Virtualize. When the detour PA is virtual, either a configuration formed by two virtual lane markings LA or a configuration where the lane center line LAC of the detour PA is virtual may be used. The virtual detour PA is prioritized over the actual lane P, and operation support is provided so that the vehicle C does not deviate from the detour PA along the detour PA.

  The traveling trajectory setting means 16 sets a traveling trajectory from the current position to the target point according to an instruction from the control means 15. In the traveling trajectory setting means 16 of the present embodiment, a more appropriate traveling trajectory is obtained by using a navigation system that combines a satellite navigation system that receives radio waves from an artificial satellite and identifies its position and map information. Set.

The control means 15 calculates the position of the vehicle C (in the lane P) on the road from the acquired lane information. Further, the control means 15 determines whether or not the driver intends when a steering operation is performed that may cause the vehicle C to deviate from the traveling lane P.
For example, if a winker operation is performed, it is determined that the lane change or turning intended by the driver is performed, and the steering load torque is not applied.
When there is a possibility of deviation that is not intended by the driver, the control unit 15 instructs the lateral movement control unit SU to apply the steering load torque.

Further, when the control means 15 detects the presence of the obstacle M on the path of the vehicle C, the control means 15 starts the obstacle avoidance control.
Then, in the obstacle avoidance control, the control means 15 determines whether or not a possible collision between the obstacle M detected on the route and the vehicle C can be avoided by a steering operation by the driver. Do.
When it is determined that collision avoidance by steering operation is impossible, for example, when the road is narrow and there is no room for the vehicle C to travel to the avoidance destination (such as a roadside belt), another vehicle is traveling in the adjacent lane This is the case when a sudden lane change is dangerous, or when an obstacle covers the entire road surface.

When it is determined that the collision avoidance by the steering operation is impossible, the restriction on the steering operation by applying the steering load torque is continued and the occurrence of the collision accident with other vehicles due to the driver's inadvertent steering operation is suppressed. .
If it is determined that the collision avoidance by the steering operation is impossible, the braking control means 15 is instructed to stop the vehicle while the steering load torque is continuously applied, and the forced braking is performed. good.
If it is determined that the collision avoidance by the steering operation is possible, a command is issued to the lateral movement control means SU so as to stop or alleviate the application of the steering load torque to the steering operation in the avoidable direction.
That is, the control unit 15 releases or relaxes the restriction on the steering operation in the direction determined to avoid the collision.

Further, when a traveling track (vehicle action plan) to the target point is set, the control means 15 controls the steering load on the driver's steering operation so as not to deviate from the traveling track based on the lane information. Apply torque.
When the detour PA is set while the vehicle C is traveling on the traveling track, the control unit 15 gives priority to the detour PA over the traveling track.
That is, in the section where the detour PA is set on the travel track, the control unit 15 gives the steering load torque so as to allow the vehicle C to deviate from the travel track and not deviate from the detour PA. .

<3. Flow chart>
In the control means 15, the above-described determinations and controls are performed according to the flowchart FL shown in FIG. In this flowchart FL, a procedure for avoiding the obstacle M without setting the detour PA by the virtual path setting unit 14 will be described.
Apart from this flowchart FL, a main flow (not shown) is executed. When the presence of an obstacle M is detected on the course of the host vehicle C in the main flow, this flowchart FL (obstacle avoidance control) is executed. In this flowchart FL, first, the possibility of collision with the obstacle M is determined (step S11).

In step S11, it is determined whether or not the detected obstacle M collides with the obstacle M when traveling in the traveling lane P is continued based on the acquired information.
For example, if the detected obstacle M is another vehicle traveling in front of the host vehicle C, the distance from the host vehicle C is not reduced by the vehicle speed of the host vehicle, so it is determined that there is no collision, and this flowchart End FL control.
When the detected obstacle M is stationary on the course, it approaches relatively at the traveling speed of the host vehicle C, so it is determined that there is a collision, and the process proceeds to step S12.

  In step S12, it is determined whether the lane departure prevention control is operating. If the lane departure prevention control is not operating, the steering load torque is not applied when the driver performs the steering operation. Therefore, the control on the steering load torque is skipped, and the process proceeds to step S15. Then, when the lane departure prevention control is operating, the process proceeds to step S13.

  In step S13, it is determined whether or not a collision with an obstacle can be avoided by a steering operation (lateral movement operation) by the driver. If the collision avoidance by the steering operation is impossible, the operation support (granting the steering load torque) is continued, and the process proceeds to step S15. By continuing to apply the steering load torque, the driver is prevented from changing lanes unnecessarily, and accidents are prevented from being induced. And when collision avoidance by steering operation is possible, it transfers to step S14.

In step S14, the application of the steering load torque to the steering operation only in the direction in which the collision can be avoided is interrupted while maintaining the application of the steering load torque to the steering operation in the direction in which the collision can be avoided.
In this embodiment, the control for interrupting the application of the steering load torque to the steering operation in the direction in which the collision can be avoided is interrupted. However, the control may be performed for relaxing the amount of torque to be applied.

  In step S15, it is determined whether or not vehicle behavior stabilization control (VSA: Vehicle Stability Assist) is in operation. The vehicle behavior stabilization control is a control that stabilizes the disturbance of the vehicle behavior by braking control for each wheel W and engine output control. When the vehicle behavior stabilization control is operating (S15, Yes), the vehicle behavior stabilization control is maintained, and the process proceeds to step S17. If the vehicle behavior stabilization control is not activated (S15, No), the vehicle behavior stabilization control is forcibly activated in step S16, and the process proceeds to step S17.

  In step S17, the control of the auxiliary steering means SR is changed from the normal control to the avoidance control. In step S18, the control of the steering angle ratio variable means SF is changed from the normal control to the avoidance control, and the control of this flowchart FL is ended. To do.

By the way, when the obstacle M is detoured by the steering operation, the steering direction in which the application of the steering load torque is stopped varies depending on the relative position between the obstacle M and the vehicle C.
For example, as shown in FIG. 8, in a state before the vehicle C starts the obstacle M and before detouring (area AR1), the steering load torque is applied so as to limit the steering to both the left and right.
In a state where the vehicle C is steering to the right from immediately before the obstacle M and before detouring starts (area AR2), the steering load torque is continuously applied to the left steering, and the steering load torque to the right steering is continued. The grant of is suspended.
After the vehicle C passes the obstacle M, the vehicle returns to the center of the original lane P. Therefore, in the state of steering to the left side (area AR3), the steering load torque for the right side steering is applied, and the application of the steering load torque for the left side steering is interrupted.
In the state where the return to the original lane P is completed (area AR4), the application of the steering load torque for the steering to both the left and right is resumed, and the obstacle avoidance control is terminated.
In addition, when the lane is changed to an adjacent lane (not shown) to bypass the obstacle M, it is determined that the avoidance is completed even if the steering operation for returning to the original lane P is not performed. Then, the obstacle avoidance control is terminated.

Next, the effect of the vehicle control apparatus 1 according to the present embodiment will be described.
By configuring the vehicle control device 1 as described above, when the obstacle M exists on the course, the driver can cancel or relax only the restriction on the steering operation in the direction in which the collision can be avoided. Collision avoidance operation can be performed smoothly.
Further, since the operation control is functioning, the driving operation in the direction of colliding with the obstacle M is limited. As a result, when the driver tries to perform an incorrect driving operation toward the obstacle M, the driving operation is restricted, and a collision with the obstacle M can be avoided. That is, avoidance support can be performed while giving priority to avoidance operation by the driver.

  When the obstacle M is detected on the course, the turning performance of the vehicle C is improved by increasing the steering angle ratio of the steering angle ratio variable means, so that the obstacle M can be easily avoided.

  By setting the toe angles of the rear wheels WRR and WRL as driven wheels in phase with the front wheels WFR and WFL as steering wheels, it is possible to stabilize the turning behavior of the vehicle at the time of obstacle avoidance.

  If the driver performs steering operation more than necessary in the collision avoidance direction, the behavior of the vehicle may become unstable. Even in such a situation, since the behavior of the vehicle can be stabilized by performing the braking control for each wheel W, the obstacle M can be avoided more safely.

In the present flowchart FL, when the collision avoidance by the steering operation is impossible, the control for entrusting the stop of the vehicle C to the driver is performed, but the present invention is not limited to such a control method.
For example, when the collision avoidance by the steering operation is impossible, the vehicle behavior stabilization control may be forcibly activated and the vehicle C may be forcibly stopped.

<4. First Alternative Embodiment of Flowchart>
Next, a first alternative embodiment of the flowchart will be described with reference to the drawings. Steps similar to those in the above-described flowchart are denoted by the same reference numerals, and redundant description is omitted.
As shown in FIG. 9, the control of this flowchart FL1 is a control that changes only the restriction on the steering operation by the driver when the obstacle M is detected on the course and the obstacle M is avoided. Therefore, the difference from the control of the flowchart FL described above is that when avoiding the obstacle M, the vehicle behavior stabilization control is not forcedly operated, the steering angle ratio is not changed, the toe angles of the rear wheels WRR and WRL are The control is not changed, that is, the process after step S15 (see FIG. 8) of the flowchart FL1 is not performed.
By performing the vehicle operation support control according to such a flowchart FL1, the same effect as the control according to the flowchart FL described above can be obtained.

<5. Second Alternative Embodiment of Flowchart>
Next, a second alternative embodiment of the flowchart will be described with reference to the drawings. Steps similar to those in the above-described flowchart are denoted by the same reference numerals, and redundant description is omitted.
As shown in FIG. 10, the control of this flowchart FL2 detects the obstacle M on the course and changes only the steering angle ratio for the steering operation by the driver when avoiding the obstacle M, only step S18. The corresponding control. That is, the difference from the control of the flowchart FL described above is that when avoiding the obstacle M, the steering load torque is not applied, the vehicle behavior stabilization control is not forcedly operated, the toe angles of the rear wheels WRR and WRL are It is a point that does not change the control.
By performing the vehicle operation support control according to such a flowchart FL2, the same effects as the control according to the flowchart FL described above can be obtained.

<6. Third Aspect of Flowchart>
Next, a third alternative embodiment of the flowchart will be described with reference to the drawings. Steps similar to those in the above-described flowchart are denoted by the same reference numerals, and redundant description is omitted.
As shown in FIG. 11, the control method for the steering operation by the driver is different between the control of the flowchart FL3 of the present embodiment and the control of the flowchart FL described above.
In the control of the flowchart FL3 of this aspect, the detour PA is set by the processing of step S21 and step S22 performed instead of step S14, and the obstacle M is avoided by traveling without departing from the detour PA. (See FIG. 6).

  In step S21, the detour PA is hypothesized in a region on the road where a collision with the obstacle M can be avoided by a lateral movement by a steering operation.

  In step S22, steering load torque is applied so that the vehicle travels along the detour PA without departing from the detour PA (the lane departure prevention control in step S12 is continued).

By performing the vehicle operation support control according to such a flowchart FL3, the same effect as the control according to the flowchart FL described above can be obtained.
Further, the control means 15 limits the driver's steering operation so that the vehicle C does not deviate from the virtual detour PA, without complicating the control of operation support for obstacle avoidance, Avoidance assistance can be performed while giving priority to avoidance operation by the driver.

  When virtualizing the detour PA, the detour PA may be displayed on the map screen of the navigation system to notify the driver that the vehicle is traveling along the virtual detour PA. .

Further, when the lane departure prevention control is performed after the travel track setting means 16 sets the travel path to the target point according to the instruction of the control means 15, before the control of the flowchart FL3 is started. Deviation from the lane P of the vehicle C is prevented throughout the travel track.
That is, when there is no obstacle M on the path of the vehicle C (or when the collision risk is low), the vehicle C is moved in the lane width direction of the traveling track in order to prevent deviation from the lane P on which the vehicle C is traveling. Deviation is limited.
As a result, the driver can reach the target point by an appropriate route.
Further, when an obstacle M exists on the path of the vehicle C (or when the collision risk is high), when avoiding a collision with the obstacle M, the avoidable direction in the lane width direction is The restriction on the trajectory is released or relaxed.
Accordingly, when the obstacle M is detected while traveling on the traveling track, the detour PA is prioritized over the traveling track, and the obstacle M on the route can be avoided smoothly.
In addition to this, when the vehicle control device 1 of the present embodiment is adopted in a vehicle C capable of automatic driving, it is possible to achieve both prevention of deviation from the lane during traveling and obstacle avoidance in automatic driving. . That is, when a restriction is imposed on the set traveling track (vehicle action plan), the restriction can be relaxed.

DESCRIPTION OF SYMBOLS 1 Vehicle control apparatus 12 Lane information acquisition means 13 Obstacle detection means 14 Virtual road setting means 15 Determination means (control means)
16 Traveling track setting means SU Lateral movement control means SF Steering angle ratio varying means SR Auxiliary steering means BRU Braking control means C Vehicle WFR, WFL Steering wheel (front wheel)
WRR, WRL Driven wheel (rear wheel)
P Lane M Obstacle PA Detour

Claims (7)

Lane information acquisition means for acquiring lane information of the lane in which the vehicle is traveling;
Lateral movement control means for applying a steering load torque for restricting steering in both the left and right directions so that the vehicle travels along the lane in which the vehicle is traveling without departing based on the acquired lane information;
Obstacle detection means for detecting an obstacle present on the path of the vehicle;
Determination means for determining whether or not a collision with the detected obstacle can be avoided by steering;
Virtual route setting means that has priority over the lane information of the running lane and that virtualizes a detour that prevents the vehicle from colliding with the obstacle;
In a vehicle control device comprising:
The lateral movement control means includes
According to the imaginary lane information of the detour, the restriction on the steering in the direction determined to avoid the collision is released or relaxed,
In the state before the detour start where the vehicle is located in front of the obstacle,
Based on the lane information of the running lane, steering is limited by applying steering load torque in both the left and right directions,
In a steering state where the vehicle avoids the obstacle,
In order not to deviate from the detour,
While giving steering load torque in the direction toward the obstacle,
A vehicle control device characterized in that a steering load torque for steering in a direction to avoid an obstacle is interrupted. Steering wheels (front wheels) that configure the wheels of the vehicle and change the direction of the vehicle;
A steering angle ratio variable means capable of variably setting a steering angle ratio, which is a ratio of a steering amount of the steered wheel to a steering operation amount,
The rudder angle ratio variable means is:
The vehicle control device according to claim 1, wherein the steering angle ratio (steering ratio) is set to be larger than that before the obstacle is detected by detecting the obstacle by the obstacle detection means. . A driven wheel (rear wheel) composed of the wheels other than the steering wheel;
Provided with auxiliary steering means for changing the toe angle of the driven wheel in synchronization with the steering operation;
The auxiliary steering means is
The vehicle control device according to claim 2, wherein the toe angle of the driven wheel is set in phase with the steered wheel by detecting the obstacle by the obstacle detecting means. A braking control unit that performs braking control for each wheel according to the traveling state of the vehicle,
4. The vehicle control device according to claim 2, wherein the braking control unit is forcibly operated by detecting the obstacle by the obstacle detection unit. Lane information acquisition means for acquiring lane information of the lane in which the vehicle is traveling;
Obstacle detection means for detecting an obstacle present on the path of the vehicle;
Travel track setting means for setting a travel track based on the acquired lane information and the obstacle;
Determination means for determining whether or not a collision with the detected obstacle can be avoided by movement of the vehicle in the lane width direction;
The traveling track setting means includes
When no obstacle is detected by the obstacle detection means,
Limit the running track in the lane width direction,
When an obstacle is detected by the obstacle detection means,
Priority is given to the lane information of the running track, and a detour that the vehicle avoids collision with the obstacle is hypothesized,
Wherein the determining means cancels the restriction of the running track for the lane width direction to that determined to be the collision avoidance direction, or while relaxing,
In the state before the detour start where the vehicle is located in front of the obstacle,
Based on the lane information of the traveling track, steering is limited by applying steering load torque in both the left and right directions,
In a steering state where the vehicle avoids the obstacle,
In order not to deviate from the detour,
While giving steering load torque in the direction toward the obstacle,
A vehicle control device characterized in that a steering load torque for steering in a direction to avoid an obstacle is interrupted. The lateral movement control means includes
When the vehicle returns to the original lane after obstacle avoidance,
While applying a steering load torque in the direction determined to be able to avoid the collision,
Interrupt the steering load torque in the direction of returning to the center of the lane,
In the state of returning to the center of the lane,
The vehicle control device according to any one of claims 1 to 4, wherein a steering load torque is applied to steering in both the left and right directions. The traveling track setting means includes
When the vehicle returns to the original lane after obstacle avoidance,
While applying a steering load torque in the direction determined to be able to avoid the collision,
Interrupt the steering load torque in the direction of returning to the center of the lane,
In the state of returning to the center of the lane,
6. The vehicle control device according to claim 5 , wherein a steering load torque is applied to steering in both the left and right directions.

Images