JP2017136968A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device that can reduce discomfort of an operator when own vehicle passes by a front obstacle during travelling and is safe, and to provide a vehicle control method.SOLUTION: The vehicle control device 17 for controlling own vehicle 100 passing by a lateral side of a front obstacle 101 controls an interval Doffset to the front obstacle 101 when the own vehicle 100 passes by the lateral side of the front obstacle 101 to be adjusted depending on at least one of a height and a length of the front obstacle 101.SELECTED DRAWING: Figure 10

Description

  The present invention relates to a vehicle control device that controls a host vehicle that passes by a side of an object.

  2. Description of the Related Art In recent years, in the field of vehicle control, vehicle driving control (hereinafter referred to as front obstacle lateral distance control) when passing a preceding vehicle, passing, passing by a preceding vehicle, or passing an oncoming vehicle has been known. .

  Japanese Patent Laid-Open No. 2004-26883 discloses that when the vehicle is in a traveling state and the driving / running state of the host vehicle and the preceding vehicle satisfy a predetermined condition, the host vehicle at the side of the preceding vehicle passes to achieve driving control close to the driver's driving feeling. The speed control is described.

  On the other hand, Patent Document 2 describes the overtaking determination when the host vehicle overtakes the preceding vehicle, and describes that the lateral interval at the time of lateral passage depends on the vehicle width of the preceding vehicle.

JP 2006-213276 A JP 2005-145187 A

  However, in the conventional forward obstacle lateral distance control, there may be a case where the driving control causes the driver to feel uncomfortable.

  In the technique described in Patent Document 1, only vehicle control in the front-rear direction such as speed control is considered. In general, a driver feels pressure when a preceding vehicle to be passed by a side is a truck or the like that is larger than the own vehicle, and sensibly travels with a wide lateral distance. Even if the speed of the host vehicle at the time of passing through the preceding vehicle is reduced as described in Patent Document 1, the lateral distance is not controlled, and thus the vehicle control gives the driver a sense of incongruity.

  In the technique described in Patent Document 2, it is described that the lateral distance depends on the width of the front obstacle, but a general sedan or 2t truck has different heights even with the same vehicle width. In general, when the field of view is blocked by a kite or the like, the driver travels with a wide lateral distance from a front obstacle such as a kite. In the technique described in Patent Document 2, since the lateral distance cannot be widened, the driver feels uncomfortable, and further, the blind spot increases because the field of view is blocked widely.

  The present invention has been made in view of such a problem, and an object of the present invention is to provide a vehicle control device that controls a lateral distance when passing forward obstacles based on the height of the forward obstacles. It is to provide.

  In order to achieve the above object, a vehicle control device according to the present invention is a vehicle control device that controls a host vehicle that passes a side of an object, wherein the vehicle control device according to at least one of a height and a length of the object. Control which adjusts the space | interval with the said object when the own vehicle passes the side of the said object is performed.

  ADVANTAGE OF THE INVENTION According to this invention, the driver's uncomfortable feeling which arises in a traffic condition can be reduced, the blind spot by a front obstruction can be decreased, and the improvement of safety can be aimed at. Problems, configurations, and effects other than those described above will be clarified by the following description of the embodiments.

The vehicle block diagram of one Embodiment of the vehicle control apparatus which concerns on this invention. The functional block diagram which shows the principal part of the vehicle control apparatus shown in FIG. Graph used for overtaking judgment. A graph used for overtaking judgment considering the lap rate. The flowchart which shows a vehicle control process. The flowchart which shows operation | movement of a vehicle control apparatus. The another flowchart which shows operation | movement of a vehicle control apparatus. The graph of the horizontal space | interval which a vehicle control apparatus calculates. The graph of the horizontal space | interval which a vehicle control apparatus calculates when the height of a front obstruction is low. The figure which showed the example of control in a real environment. The figure which showed the example of the control in another real environment. The figure which showed the example of the control in another real environment. The figure which showed the example of the control in another real environment. The figure which showed the example of the control in another real environment. The figure which showed the example of the control in another real environment. The figure which showed the example which caught the front obstruction with the image. The figure which showed the positional relationship of a front obstruction and the own vehicle.

  Hereinafter, an embodiment of a vehicle control device according to the present invention will be described in detail with reference to the drawings. FIG. 1 is a vehicle configuration diagram of an embodiment of a vehicle control device according to the present embodiment, and FIG. 2 is a functional block diagram showing a main part of the vehicle control device shown in FIG.

  In the configuration diagram of the vehicle in FIG. 1, a vehicle 100 in the illustrated example is, for example, a direct injection gasoline engine 1 as a driving power source, an automatic transmission 2 that can be connected to and separated from the engine 1, a propeller shaft 3, and a differential. This is a rear wheel drive vehicle having a general configuration including a gear 4, a drive shaft 5, four wheels 6, a hydraulic brake 11, and an electric power steering 13.

  The vehicle 1 includes a vehicle integrated control unit 8 that constitutes a main part of the vehicle control device 17 according to the present invention that controls integrated control of devices, actuators, and devices mounted on the vehicle 1, and an engine control unit 15 that controls engine control. Each control unit incorporating a microcomputer, such as a transmission control unit 14 that controls transmission, an electric power steering control unit 16 that controls electric power steering, and a brake control unit 18 that controls brake, is arranged in a predetermined part. Yes. Devices, actuators, and devices including each control unit and sensors, which will be described later, can exchange signals and data through in-vehicle LAN and CAN communication.

  A stereo camera 7 is provided at the front of the vehicle 1. The stereo camera 7 constitutes a detection unit, and has a control unit part with a built-in microcomputer, and the control unit part detects a front obstacle based on the photographed video. Specifically, the height of the front obstacle, the length of the front obstacle, the relative speed between the front obstacle and the own vehicle, the distance between the front obstacle and the own vehicle, the degree of overlap with the front obstacle (hereinafter referred to as the lap rate) ) Is detected or calculated and supplied to the vehicle integrated control unit 8.

  The vehicle control device 17 includes four wheel speed sensors (not shown) for detecting the rotational speed of each wheel 6, an accelerator pedal sensor (not shown) for detecting the opening degree (depression amount) of the accelerator pedal 9, and a brake. A direction indicator such as a brake sensor (not shown) for detecting the depression amount of the pedal 10, a steering angle sensor 12 for detecting the steering angle of the electric power steering 13, and a gyro sensor (not shown) for detecting the acceleration of the host vehicle. The operation signal 23 and the determination signal from the driver's voice recognition unit 24 are also supplied.

  Further, the depression amount of the brake pedal 10 is detected not only by the brake sensor 20 but also by a hydraulic pressure sensor (not shown) for detecting the brake hydraulic pressure in the control system of the brake 11.

  The illustrated own vehicle 100 is an example of a vehicle to which the present invention can be applied, and the present invention does not limit the configuration of the applicable vehicle. For example, a vehicle that employs a continuously variable transmission (CVT) instead of the automatic transmission 2 may be used, or a laser radar, a millimeter wave radar, an inter-vehicle communication (C2C) infrastructure, instead of the stereo camera 7 as an external recognition sensor. It is configured using one or a plurality of combinations of C2X communication such as inter-communication (C2I), mono camera, etc., and obtains the traveling state of the preceding vehicle, that is, the relative speed with respect to the preceding vehicle, the inter-vehicle distance, the height, etc. You may do it.

  In addition to signals and data from control units such as the vehicle integrated control unit 8 and the transmission control unit 14, the engine control unit 15 includes an operation state of the engine 1 (engine The engine control unit 15 supplies the fuel injection based on the signals representing the rotation speed, the intake air amount, the throttle opening, the in-cylinder pressure, and the like. Supply predetermined control signals to an ignition unit consisting of valves, ignition coils and spark plugs, electric throttle valves, etc., and execute fuel injection (quantity) control, ignition (timing) control, throttle opening control, etc. To do.

  The vehicle control device 17 controls the host vehicle 100 passing through the side of the object, and the distance from the object when the host vehicle 100 passes through the side of the object according to at least one of the height and length of the object. Control to adjust. Specifically, as the height or length of the front obstacle, which is an object, increases, the own vehicle 100 increases the lateral distance from the front obstacle when passing the side of the front obstacle. To control.

The vehicle control device 17 includes a vehicle integrated control unit 8 as a main part. As shown in the functional block diagram of FIG. 2, the vehicle integrated control unit 8 includes a front obstacle detection unit 51, a front obstacle passage determination unit 52, a front obstacle lateral distance control determination unit 53, a route A generation unit 54 and a vehicle control instruction unit 55 are provided.

  The front obstacle detection unit 51 determines whether there is an object that obstructs the field of vision ahead from an external recognition sensor such as the stereo camera 7. When an obstacle is detected ahead, the height h of the front obstacle, the relative speed vREL between the host vehicle 100 and the front obstacle, the inter-vehicle distance d between the host vehicle 100 and the front obstacle, the host vehicle and the front obstacle Information from the stereo camera 7 is acquired.

  An example of a forward obstacle detection method will be described with reference to FIGS. In the case of the stereo camera 7, since the parallax is obtained from the coordinates in the image, information on the “image” and “distance” in the entire area can be obtained. From a point group obtained by measuring the distance of each pixel, a point group having a close parallax is grouped as the same object and detected as a three-dimensional object. FIG. 16 shows a diagram when the front obstacle is captured by an image, and FIG. 17 shows the grouping result and the actual positional relationship between the front obstacle and the own vehicle. The point zFi on the image coordinates shown in FIG. 16 among the grouped points of the front obstacle detected as a three-dimensional object in the above procedure is distance-converted, and the front end Zf of the actual front obstacle shown in FIG. Then, the distance z of the point zNi on the image coordinates shown in FIG. 16 is transformed, and the length l of the front obstacle is obtained from the rear end Zn of the actual front obstacle shown in FIG. As for the height of the front obstacle, as shown in FIG. 16, the actual height h of the front obstacle is obtained from the height h i of the front obstacle on the image, the focal length f, and the inter-vehicle distance d. In addition, although the stereo camera 7 is used as an external sensor as an example, the stereo camera 7 may be recognized using another external sensor that can obtain distance information such as a millimeter wave radar.

  The front obstacle passage determination unit 52 determines whether the host vehicle 100 passes by the front obstacle from the outside world information from the outside world recognition sensor such as the stereo camera 7 and the state of the host vehicle 100.

  An example of the procedure in this embodiment will be described with reference to the graphs of FIGS. Assuming whether or not to start decelerating from the relative speed vREL, the distance required to make the relative speed 0 m / s when the vehicle decelerates at a certain predetermined deceleration is calculated. As an example, FIG. 3 shows that when the deceleration of the host vehicle 100 is set to 0.15 G (because the brake lamp is turned on when exceeding about 0.14 G), it is necessary to make the relative speed 0 m / s. Distance graph. The horizontal axis shows the relative speed, and the vertical axis shows the inter-vehicle distance.

  FIG. 4 is a graph when the lap rate is considered with respect to the distance calculated in FIG. If the inter-vehicle distance is closer than the distance calculated from FIG. 4, it is necessary to decelerate the front obstacle.

  Further, if the driver of the own vehicle has an intention to overtake the preceding vehicle, for example, if the driver operates the direction indicator 23 or speaks “passing forward obstacle” toward the voice recognition unit 24, the vehicle is judged to pass forward obstacles. It is determined by the part 52 as a lateral passage of a front obstacle. Thus, in the present embodiment, it is possible to determine the lateral passage of the front obstacle even based on the driver's intention.

  Based on the front obstacle state calculated by the front obstacle detection unit 51 and the passage judgment of the front obstacle passage judgment unit 52, the front obstacle lateral distance control judgment unit 53 determines whether the vehicle 100 and the front obstacle are in the horizontal direction. The lateral distance control amount at the time of passage is calculated. The calculation of the lateral distance control amount at this time will be described below.

  The route generation unit 54 can reduce the driver's uncomfortable feeling based on the control amount of the forward obstacle lateral distance control determination unit 53, and the route of the host vehicle 100 so as to be a travel route that reduces the blind spot due to the front obstacle. Is generated (path generation device). The route generation unit 54 adjusts the distance between the route of the host vehicle 100 and the front obstacle according to at least one of the height and length of the front obstacle.

  The vehicle control instruction unit 55 controls the engine control unit 15, the transmission control unit 14, the steering control unit 16, and the brake control unit 18 so that the host vehicle 100 can travel following the route generated by the route generation unit 54. Give instructions.

  The engine control unit 15 is an ECU that controls the engine torque so that when the target engine torque command is received from the vehicle control instruction unit 55, the input target engine torque is obtained.

  The transmission control unit 14 is an ECU that controls the transmission so that the input target position is reached when a target gear position command is received from the vehicle control instruction unit 55.

  The steering control unit 16 is an ECU that controls the electric steering so that when the target steering torque command is received from the vehicle control instruction unit 55, the input target steering torque is obtained.

  The brake control unit 18 is an ECU that controls the brake fluid pressure so that the input target brake fluid pressure is reached when a target brake fluid pressure command is received from the vehicle control instruction unit 55.

Next, the control contents executed by the vehicle control device 17 will be described with reference to the flowchart of FIG.
First, in step S 10, the environment recognition result detected by the stereo camera 7, the wheel rotational speed detected from the four wheel speed sensors 11 for detecting the rotational speed of each wheel 6, and the engine control unit 15 are controlled. Engine torque, the gear position controlled by the transmission control unit 14, the steering torque controlled by the steering control unit 16, the brake fluid pressure controlled by the brake control device 18, and the vehicle acceleration from the gyro sensor 22. Is read.

  Next, in step S20, the own vehicle speed v is calculated from the wheel rotation speed read in step S10.

  Next, in step S30, the vehicle position after t seconds is calculated from the engine torque, the brake fluid pressure, the steering torque, and the vehicle acceleration.

  Next, in step S40, when an obstacle is detected ahead from the environment recognition result detected by the stereo camera 7, the height h of the front obstacle, the relative speed vREL between the vehicle 100 and the front obstacle, An inter-vehicle distance d between the vehicle 100 and the front obstacle and a lap ratio between the host vehicle and the front obstacle are calculated.

  Next, in step S50, the lateral distance when the front obstacle passes laterally is controlled. The forward obstacle lateral distance control will be described in detail later with reference to FIG.

  Next, in step S60, the vehicle integrated control unit 8 calculates a target travel speed in order to achieve the front-back control instruction in step S50.

  Next, in step S70, the vehicle integrated control unit 8 calculates a target lateral position in order to achieve the lateral control instruction in step S50.

  Next, in step S80, the vehicle integrated control unit 8 calculates the target acceleration so as to achieve the target travel speed set in step S60.

  Next, in step S90, the vehicle integrated control unit 8 calculates a target turning amount so as to be the target lateral position set in step S70.

  Next, in step S100, the vehicle integrated control unit 8 calculates the target brake hydraulic pressure and instructs the brake control unit 18 to achieve the target acceleration set in step S80.

  Next, in step S110, the vehicle integrated control unit 8 calculates the target engine torque and instructs the engine control unit 15 to achieve the target acceleration set in step S80.

  Next, in step S120, the vehicle integrated control unit 8 calculates the target steering torque and instructs the steering control unit 16 to achieve the target turning amount set in step S90.

  Next, an example of the processing contents and the procedure of the lateral distance control routine executed by the vehicle integrated control unit 17 at the time of lateral passage of the front obstacle will be described with reference to the flowchart of FIG.

First, in step S501, the front obstacle state and the vehicle running state are detected.
The forward obstacle detection unit 51 determines whether or not there is a forward obstacle ahead of the host vehicle 100 based on the signal data from the stereo camera 7. If there is a forward obstacle, the forward obstacle detection is performed. The relative height between the front obstacle and the host vehicle 100 is detected by the unit 51.

  In step S502, it is determined whether or not there is a front obstacle ahead of the host vehicle 100 based on the front obstacle state and the host vehicle running state detected in step S501. Since the control is not performed, this routine is terminated.

  Next, in step S503, based on the positional relationship between the host vehicle 100 and the front obstacle, the front obstacle passage determination unit 52 determines whether the host vehicle 100 passes by the front obstacle. Even when there is a forward obstacle, if it is determined that the vehicle does not pass by the forward obstacle, no control is performed, and this routine is terminated.

  Next, in step S504, based on the relative height between the host vehicle 100 and the front obstacle, it is determined whether the front obstacle is higher than the host vehicle 100. When the front obstacle is higher than the host vehicle 100, the process proceeds to step S506. When the front obstacle is lower than the host vehicle 100, the process proceeds to step S505.

  Next, in step S505, when the height of the front obstacle is low, there is a risk of giving a sense of pressure when the laterally passing target is a preceding vehicle or a pedestrian, so the type of the front obstacle is determined. In the case of a type that may give a feeling of pressure to the front obstacle (here, as an example, the type of the front obstacle is a preceding vehicle or a pedestrian), the process proceeds to step S507. If it is not a type that may give a feeling of pressure to the front obstacle, the lateral distance control is not performed, and the process proceeds to step S508.

  Next, in step S506, a control amount at the time of lateral passage when the host vehicle 100 passes a front obstacle is calculated. The control amount at the time of lateral passage is calculated so that the lateral distance is increased as the height of the front obstacle is higher. As the relative height between the front obstacle and the host vehicle 100 is higher, the distance between the front obstacle and the front obstacle at the time of the lateral passage can be increased and the vehicle can be driven as shown in FIG. Then, the lateral position correction amount Doffset is added. FIG. 8 shows a method for calculating the lateral position correction amount Doffset as an example. When calculating, the limit value Dlim of the lateral position correction amount is calculated in accordance with the travelable region in consideration of the road width, the oncoming vehicle, and the like, and the lateral distance control is performed.

  Next, in step S507, the control amount at the time of lateral passage when the host vehicle 100 passes a front obstacle is calculated. Since there is a possibility of giving a pressure feeling to the front obstacle, as shown in FIG. 10 and the like, it is possible to drive with a large distance between the front obstacle and the front obstacle. Then, the lateral position correction amount Doffset is added. FIG. 9 shows a method for calculating the lateral position correction amount Doffset as an example. When calculating, the limit value Dlim of the lateral position correction amount is calculated in accordance with the travelable region in consideration of the road width, the oncoming vehicle, and the like, and the lateral distance control is performed.

  Next, in step S508, control units such as the engine control unit 15, the transmission control unit 14, the electric power steering control unit 16, and the brake control unit 18 are set to the target control amounts set in steps S506 and 507. The control command is performed.

  Next, an example of the processing contents and the procedure of the lateral distance control routine according to the length of the front obstacle at the time of the forward obstacle lateral passage executed by the vehicle integrated control unit 17 will be described with reference to the flowchart of FIG. To do.

First, in step S501, the front obstacle state and the vehicle running state are detected.
The forward obstacle detection unit 51 determines whether or not there is a forward obstacle ahead of the host vehicle 100 based on the signal data from the stereo camera 7. If there is a forward obstacle, the forward obstacle detection is performed. The part 51 detects the length of the front obstacle.

  Next, in step S502, based on the front obstacle state and the vehicle running state detected in step S501, it is determined whether or not a front obstacle exists in front of the host vehicle 100. If not, control is not performed and this routine is terminated.

  Next, in step S503, based on the positional relationship between the host vehicle 100 and the front obstacle, the front obstacle passage determination unit 52 determines whether the host vehicle 100 passes by the front obstacle. Even when there is a forward obstacle, if it is determined that the vehicle does not pass by the forward obstacle, no control is performed, and this routine is terminated.

  Next, in step S510, if the length of the front obstacle is longer than a predetermined value Lbase, the process proceeds to step S511. If not, the lateral distance is not controlled, and the process proceeds to step S508.

  In step S511, the control amount at the time of lateral passage when the host vehicle 100 passes a front obstacle is calculated. In the same way as the control according to the relative height with respect to the normal lateral distance position, the longer the front obstacle length, the larger the lateral distance from the front obstacle at the time of lateral passage can be taken. The position correction amount Doffset is added.

  In step S508, control commands to the control units such as the engine control unit 15, the transmission control unit 14, the electric power steering control unit 16, the brake control unit 18 and the like so as to achieve the target control amount set in step S511. I do.

  Thus, in the present embodiment, the lateral distance during lateral passage can be controlled according to the front obstacle to be laterally passed. Thereby, the safe driving control which improved the driver's feeling of pressure can be performed. Further, since vehicle communication such as C2X leads to communication failure depending on the type of front obstacle, it can be improved by traveling control by the traveling control system.

  Next, an example in the actual environment of the lateral distance control when the vehicle integrated control unit 17 executes the lateral movement of the front obstacle will be described with reference to FIG. FIG. 10 is a scene in which the host vehicle 100 overtakes the preceding vehicle as a front obstacle 101. The route generation unit 54 advances the timing for starting the adjustment of the lateral distance Doffset as the height of the front obstacle 101 increases. Specifically, when the front obstacle passage determination unit 52 determines that the host vehicle 100 passes the preceding vehicle as the front obstacle 101 and passes by the preceding vehicle, the height of the front obstacle 101 increases. A wide travel distance Doffset at the time of lateral passage is taken, and a route that travels with the lateral distance widened early is generated. For example, when the height of the front obstacle 101 is low, a path indicated by a solid line in the figure is generated, and when the height of the front obstacle 101 is high, a path indicated by a dotted line in the figure is generated. Therefore, the vehicle can travel without giving a feeling of pressure to the driver and can move in the lateral direction early, so that the blind spots due to the preceding vehicle can be reduced, and safe traveling is possible.

  Further, in the scene of FIG. 10, when the front obstacle 101 is laterally passed, if the length of the front obstacle 101 is longer than a predetermined value Lbase, the lateral distance Doffset during the lateral passage is widened and A route is set that travels with wider intervals. Therefore, it is possible to reduce the blind spot due to the front obstacle 101 of the driver or the external recognition sensor. At this time, the predetermined value Lbase may be changed according to the vehicle speed of the front obstacle 101 in consideration of the possibility that the jumping pedestrian jumps out from the blind spot of the front obstacle 101 at a low vehicle speed.

  Next, an example in another actual environment of the lateral distance control when the vehicle integrated control unit 17 executes the lateral movement of the front obstacle will be described with reference to FIG. FIG. 11 is a scene in which the host vehicle 100 overtakes the front obstacle 101, which is a preceding vehicle traveling in the adjacent lane.

  When the forward obstacle passage determination unit 52 determines that the vehicle passes by when passing the preceding vehicle (front obstacle 101) in the adjacent lane, the higher the height of the front obstacle 101 is, the longer the lateral distance is. Because it is widely taken, it is possible to travel without giving the driver a feeling of pressure. In particular, in the case of overtaking, the higher the overtaking target height, the more often it is affected by changes in the crosswind. It is possible to travel less easily. In addition, even when the total length of the preceding vehicle to be overtaken is long, the height of the front obstacle 101 is input to the front obstacle lateral distance control determination unit 53 because it is affected by a feeling of pressure and crosswinds. The length of the object 101 may be input.

  Next, an example in another real environment of the lateral distance control when the vehicle integrated control unit 17 performs the lateral movement of the front obstacle will be described with reference to FIG. FIG. 12 shows a scene when the host vehicle 100 enters a T-shaped road or an intersection where there is a shield (front obstacle 101) such as a bag on the side of the host vehicle 100. When the front obstacle 101 to be crossed is a saddle or the like, if the height is higher than the own vehicle 100, a part of the field of view is blocked by the front obstacle 101. May be delayed. Therefore, by using this control also for the front obstacle 101 such as a saddle, it is possible to widen the interval at the time of lateral passage and to enable safe traveling.

  Next, an example in another real environment of the lateral distance control when the vehicle integrated control unit 17 performs the lateral movement of the forward obstacle will be described with reference to FIG. FIG. 13 is a scene in which the host vehicle 100 passes by the side of a preceding vehicle (front obstacle 101) that is stopping to turn right. When the forward obstacle passage determination unit 52 determines that the host vehicle 100 passes through the side of the preceding vehicle as the forward obstacle 101, the higher the height of the front obstacle 101, the greater the lateral distance Doffset during the lateral passage. It is widely taken and travels with widening of the lateral interval early. Therefore, the vehicle can travel without giving a feeling of pressure to the driver and can move in the lateral direction early, so that the blind spots due to the preceding vehicle can be reduced, and safe traveling is possible.

  Next, an example in another actual environment of the lateral distance control when the vehicle integrated control unit 17 executes the lateral passage of the front obstacle will be described with reference to FIG. FIG. 14 is a scene in which the host vehicle 100 passes by a side of a preceding vehicle (front obstacle 101) parked on a shoulder or the like and stopped. When the forward obstacle passage determination unit 52 determines that the host vehicle 100 passes through the side of the preceding vehicle as the forward obstacle 101, the higher the height of the front obstacle 101, the greater the lateral distance Doffset during the lateral passage. It is wide and travels with the lateral distance Doffset widened early. Therefore, the vehicle can travel without giving the driver a feeling of pressure, and can move in the lateral direction at an early stage, so that the blind spots due to the preceding vehicle can be reduced, and safe traveling is possible. At this time, if it is considered that the door of the stopped vehicle that is the front obstacle 101 is opened, the vehicle speed may be controlled so as to slow down so that the vehicle can stop suddenly, and the lateral distance Doffset is made wider. Control may be performed.

  Next, an example in another real environment of the lateral distance control when the vehicle integrated control unit 17 executes the lateral passage of the front obstacle will be described with reference to FIG. FIG. 15 is a scene in which the oncoming vehicle and the host vehicle 100 pass as the front obstacle 101. When the forward obstacle passage determination unit 52 determines that the vehicle passes the side when passing the oncoming vehicle in the adjacent lane, the higher the height of the front obstacle 101 (oncoming vehicle) is, the wider the lateral distance Doffset during the side passage is. Therefore, the vehicle can travel without giving the driver a feeling of pressure. In addition, when an oncoming vehicle is stopped due to a signal waiting or traffic jam, a pedestrian hidden behind the oncoming vehicle often jumps out. In the embodiment using this control, even when the field of view is blocked by an oncoming vehicle having a height higher than that of a pedestrian, the lateral distance Doffset with the oncoming vehicle can be widened. At this time, it may be assumed that the pedestrian jumps out at a general walking speed, and may be controlled to a speed that can be stopped by using a collision time TTC (Time to Collision).

  The embodiment of the present invention has been described with reference to the drawings. However, the specific configuration is not limited to this embodiment, and even if there is a change without departing from the gist of the present invention, Are included in the present invention.

  Moreover, although the case where this invention was applied to the gasoline engine vehicle was demonstrated in the said Example, it is not restricted to it, This invention is applicable similarly to a diesel engine vehicle, a hybrid vehicle, etc. Furthermore, although the example which detects the traveling state of a preceding vehicle or a succeeding vehicle with a stereo camera was shown, you may make it detect using a monocular camera.

Further, a part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment. Furthermore, it is possible to add, delete, and replace other configurations for a part of the configuration of each embodiment.
The vehicle control device of the present invention performs control to adjust the lateral distance between the front obstacle and the own vehicle when the front obstacle and the driving / running state of the own vehicle satisfy a predetermined condition during running.
According to the present invention, the following effects (1) and (2) can be obtained.
(1) Based on the type of the front obstacle and the distance between the front obstacle and the own vehicle, the lateral distance at the time of passing through the front obstacle can be controlled.
(2) It is possible to achieve both improvement in driver discomfort and safety.

  Although the embodiments of the present invention have been described in detail above, the present invention is not limited to the above-described embodiments, and various designs can be made without departing from the spirit of the present invention described in the claims. It can be changed. For example, the above-described embodiment has been described in detail for easy understanding of the present invention, and is not necessarily limited to one having all the configurations described. Further, a part of the configuration of an embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of an embodiment. Furthermore, it is possible to add, delete, and replace other configurations for a part of the configuration of each embodiment.

DESCRIPTION OF SYMBOLS 1 Engine 2 Transmission 3 Propeller shaft 4 Differential gear 5 Drive shaft 6 Wheel 7 Stereo camera 8 Vehicle integrated control unit 9 Accelerator pedal 10 Brake pedal 11 Hydraulic brake 12 Steering 13 Electric power steering 14 Transmission control unit 15 Engine control unit 16 Electric power steering control unit 17 Vehicle control device 18 Brake control unit 19 Accelerator pedal sensor 20 Brake sensor 21 Steering angle sensor 22 Gyro sensor 23 Direction indicator 24 Driver's voice recognition unit 51 Front obstacle detection unit 52 Front obstacle passage judgment Unit 53 Front obstacle lateral distance control determination unit 100 Own vehicle 101 Front obstacle

Claims (5)

A vehicle control device that controls a host vehicle passing through a side of an object,
A vehicle control device that performs control to adjust a distance from the object when the host vehicle passes by a side of the object according to at least one of a height and a length of the object.   The vehicle control apparatus according to claim 1, wherein the host vehicle is controlled such that the higher the height of the object, the larger the interval.   3. The vehicle control device according to claim 1, wherein the timing for starting the adjustment of the interval is advanced as the height of the object is higher.   The vehicle control device according to any one of claims 1 to 3, wherein the interval is increased as the length of the object is longer. A route generation device that generates a route of the host vehicle that passes the side of an object,
A path generation device that adjusts an interval between the path and the object according to at least one of a height and a length of the object.

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