JP2018065520A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device for supporting driving which can make a driver feel easier and safer.SOLUTION: An ECU 10 which is mounted on a vehicle 1 is configured to: detect a preceding vehicle 3 running ahead of the vehicle 1; set, in at least a part of the circumference of the preceding vehicle 3, a speed distribution area 40 for specifying a distribution of allowable upper limit values Vlim of relative speed of the vehicle 1 to the preceding vehicle 3 in an advancing direction of the vehicle 1; and execute running control by which the relative speed of the vehicle 1 to the preceding vehicle 3 is suppressed from surpassing the allowable upper limit values Vlim in the speed distribution area 40. The speed distribution area 40 has an allowable upper limit value zero area 44 where the allowable upper limit values become zero in a position separated away by a prescribed distance from the preceding vehicle 3, and an entry-prohibited area 42 where the vehicle 1 is prohibited from entering in a position closer to the preceding vehicle 3 than a relative speed zero area 44.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a vehicle control device, and more particularly, to a vehicle control device that supports driving of a vehicle.

  Conventionally, as a vehicle driving support system, for example, there is one described in Patent Document 1. In the vehicle travel support device described in Patent Document 1, when a safe distance is set between the host vehicle and the object, and the predicted closest distance between the host vehicle and the object is smaller than the safe distance Performs vehicle deceleration control, steering control, and the like. Here, the safety distance is the vehicle that is judged to be able to avoid contact / collision when the vehicle approaches the object most closely by steering and / or braking of the vehicle performed by the driver's operation and / or automatic control. It is set as the minimum distance from the object. In other words, since this vehicle driving support apparatus performs steering / braking so as to ensure a safe distance, even if there is an unexpected movement such as the stopping of the moving object, it collides with the object. You can avoid that.

JP 2006-218935 A

  However, when avoiding a collision with an object due to an unexpected movement of the object, etc., if the vehicle stops or passes too close to the object, if the object is another vehicle, There are problems such as the driver feeling dangerous and the driver of the vehicle cannot feel safe and secure.

  The present invention has been made to solve such a problem, and an object of the present invention is to provide a vehicle control device for driving assistance that allows the driver to feel more secure and safe.

  In order to achieve the above object, the present invention is a vehicle control device mounted on a vehicle, detects an object in front of the vehicle, and detects an object in the traveling direction of the vehicle around the object. A speed distribution region that defines the distribution of the allowable upper limit value of the relative speed of the vehicle is set, and the traveling control that suppresses the relative speed of the vehicle to the object exceeding the allowable upper limit value in the speed distribution region is executed. The speed distribution area has a permissible upper limit value zero area where the permissible upper limit value becomes zero at a position away from the object by a predetermined distance, and the vehicle enters at a position closer to the object than the zero relative speed area. Has a prohibited entry area.

According to the present invention configured as described above, the velocity distribution region is set in at least a part of the periphery of the object. Then, the vehicle control device controls so that the relative speed of the vehicle with respect to the object does not exceed the allowable upper limit set in this speed distribution region. Here, the speed distribution area is a distribution that defines an allowable upper limit value of the relative speed with respect to the object, and has an allowable upper limit value zero area and a vehicle entry prohibition area at a position away from the object by a predetermined distance. Therefore, for example, when the vehicle approaches the object and enters the allowable upper limit value zero region, the allowable upper limit value of the relative speed is controlled to zero, so the vehicle does not approach the object any more. Thereby, the vehicle control apparatus can perform safe vehicle driving assistance.
In addition, even if the vehicle further approaches the target within the zero allowable upper limit area due to unexpected movement of the target, etc., the vehicle is prohibited from entering because the target prohibition area is set for the target. Braking / steering control is performed so as not to enter the area. Therefore, even when braking / steering control is performed to avoid a collision, a predetermined distance is ensured between the vehicle and the object, so that passengers can feel safe and secure driving assistance without feeling uneasy. Become.

In the present invention, preferably, in the position where the speed distribution region is farther from the object than the zero relative speed region, the allowable upper limit value decreases as the longitudinal distance from the object in the traveling direction of the vehicle decreases. Set for the rear region of the object.
According to the present invention configured as described above, the speed distribution region is set such that the allowable upper limit value decreases as the longitudinal distance is smaller with respect to the rear region of the object. Even when approaching an object, the allowable upper limit value decreases as the object is approached, and the driver can travel at a speed at which the driver feels safe with respect to the object.

In the present invention, preferably, in the position where the velocity distribution region is farther from the object than the zero relative velocity region, the allowable upper limit value decreases as the lateral distance from the object in the traveling direction of the vehicle decreases. Set for the lateral region of the object.
According to the present invention configured as described above, the speed distribution region is set so that the allowable upper limit value decreases as the lateral distance is smaller with respect to the lateral region of the object. Even when overtaking or overtaking the side of the vehicle, the allowable upper limit value decreases as the vehicle passes a position closer to the object, and the occupant can travel at a speed that feels safe for the object.

In the present invention, preferably, when the vehicle enters the zero relative speed region, the traveling speed of the vehicle is controlled so that the vehicle moves to a position farther from the object than the zero relative speed region. .
According to the present invention configured as described above, even when the vehicle enters the zero relative speed region, the vehicle is controlled to move to a position farther from the target than the zero relative speed region. The distance between is reliably ensured. Therefore, driving assistance that allows the occupant to feel safe with respect to the object becomes possible.

In the present invention, preferably, when the vehicle enters the zero relative speed region, the target travel route of the vehicle is set outside the entry prohibition region so that the vehicle goes out of the zero relative speed region. .
According to the present invention configured as described above, even if the vehicle enters the zero relative speed region, the target travel route is set outside the entry prohibition region so that the vehicle goes out of the zero relative speed region. It is possible to avoid the object without the vehicle entering the prohibited area. Therefore, driving assistance that allows the occupant to feel safe with respect to the object is possible.

In the present invention, it is preferable that the speed distribution area has an overtaking speed distribution area that defines a distribution of an allowable lower limit value of the relative speed of the vehicle with respect to the object in the traveling direction of the vehicle for overtaking the object. The distribution area is configured to be set in front of the object when the vehicle moves in front of the object.
According to the present invention configured as described above, the overtaking speed distribution area is set in front of the object when the vehicle moves in front of the object, so that the vehicle moves from the side of the object to the front. When the vehicle enters the front of the object, the relative speed of the vehicle is controlled according to the allowable lower limit value set in the overtaking speed distribution region. Therefore, even when the vehicle overtakes the target, the driving speed and distance that the driver feels safe with respect to the target are secured, so that driving assistance that the driver feels safe is possible.

  ADVANTAGE OF THE INVENTION According to this invention, the vehicle control apparatus for the driving assistance which a driver | operator can feel safer and safer can be provided.

1 is a configuration diagram of a vehicle control system according to a first embodiment of the present invention. It is a figure which shows the relationship between the allowable upper limit of relative speed with respect to the object vehicle by 1st embodiment of this invention, and clearance. It is a figure of the speed distribution field set up to the object vehicle by a first embodiment of the present invention. It is a figure which shows the relative velocity zero area | region and approach prohibition area | region of the speed distribution area | region by 1st embodiment of this invention. It is a processing flow of the vehicle control apparatus by 1st embodiment of this invention. It is explanatory drawing of an effect | action of the vehicle control system by 1st embodiment of this invention. It is a figure of the speed distribution area set with respect to the object vehicle by a second embodiment of the present invention.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. In the second and subsequent embodiments, the same components as those in the first embodiment are denoted by the same reference numerals as those in the first embodiment, and description thereof will be simplified or omitted.

[First embodiment]
Hereinafter, a vehicle control system according to an embodiment of the present invention will be described with reference to the accompanying drawings. First, the configuration of the vehicle control system will be described with reference to FIG. FIG. 1 is a configuration diagram of a vehicle control system.

  As shown in FIG. 1, the vehicle control system 100 is mounted on a vehicle 1 (see FIG. 3), and includes a vehicle control device (ECU) 10, a plurality of sensors, and a plurality of control systems. The plurality of sensors include an in-vehicle camera 21, a millimeter wave radar 22, a vehicle speed sensor 23, a positioning system 24, and a navigation system 25. The plurality of control systems include an engine control system 31, a brake control system 32, and a steering control system 33.

  The ECU 10 includes a computer having a CPU, a memory for storing various programs, an input / output device, and the like. Based on signals received from the plurality of sensors, the ECU 10 sends request signals for appropriately operating the engine system, the brake system, and the steering system to the engine control system 31, the brake control system 32, and the steering control system 33, respectively. It is configured to allow output. Therefore, the ECU 10 functionally includes a data acquisition unit, an object detection unit, a position and relative speed calculation unit, a speed distribution region setting unit, a route calculation unit, and an avoidance control execution unit. .

  The in-vehicle camera 21 images the surroundings of the vehicle 1 and outputs the captured image data. The ECU 10 specifies an object (for example, a preceding vehicle) based on the image data. In addition, ECU10 can pinpoint the advancing direction or front-back direction of a target object from image data.

  The millimeter wave radar 22 is a measuring device that measures the position and speed of an object, transmits radio waves (transmission waves) toward the front of the vehicle 1, and reflects reflected waves generated by reflection of the transmission waves by the object. Receive. The millimeter wave radar 22 measures the distance between the vehicle 1 and the object (for example, the inter-vehicle distance) and the relative speed of the object with respect to the vehicle 1 based on the transmitted wave and the received wave. In the present embodiment, instead of the millimeter wave radar 22, a distance from the object and a relative speed may be measured using a laser radar, an ultrasonic sensor, or the like. Moreover, you may comprise a position and speed measuring apparatus using a some sensor.

The vehicle speed sensor 23 calculates the absolute speed of the vehicle 1.
The positioning system 24 is a GPS system and / or a gyro system, and calculates the position of the vehicle 1 (current vehicle position information).
The navigation system 25 stores map information therein and can provide the map information to the ECU 10. Based on the map information and the current vehicle position information, the ECU 10 identifies roads, traffic signals, buildings, and the like that exist around the vehicle 1 (particularly in the forward direction). Further, the ECU 10 may specify cliffs, grooves, holes and the like that are difficult to specify from the image data obtained by the in-vehicle camera 21 based on the map information. The map information may be stored in the ECU 10.

  The engine control system 31 is a controller that controls the engine of the vehicle 1. When it is necessary to accelerate or decelerate the vehicle 1, the ECU 10 outputs an engine output change request signal requesting the engine control system 31 to change the engine output.

  The brake control system 32 is a controller for controlling the brake device of the vehicle 1. When it is necessary to decelerate the vehicle 1, the ECU 10 outputs a brake request signal requesting the brake control system 32 to generate a braking force on the vehicle 1.

  The steering control system 33 is a controller that controls the steering device of the vehicle 1. When it is necessary to change the traveling direction of the vehicle 1, the ECU 10 outputs a steering direction change request signal for requesting the steering control system 33 to change the steering direction.

Next, speed control of the vehicle control system 100 of the present embodiment will be described.
In general, when catching up with an object on the road or near the road (for example, a preceding car, a parked vehicle, a guardrail, etc.) or passing (or overtaking / passing), the driver of the traveling vehicle Thus, a predetermined distance or interval is maintained between the vehicle and the object and the vehicle is decelerated. Specifically, in order to avoid the danger that the preceding car suddenly changes course, the walking car comes out from the blind spot of the road, or the door of the parked vehicle opens, the smaller the distance to the object, The relative speed with respect to the object is reduced.

  In general, when approaching an object such as a preceding vehicle from behind, the driver of the traveling vehicle adjusts the speed (relative speed) according to the inter-vehicle distance (vertical distance) along the traveling direction. Specifically, when the inter-vehicle distance is large, the approach speed (relative speed) is maintained high, but when the inter-vehicle distance is small, the approach speed is decreased. The relative speed between the traveling vehicle and the object is zero at a predetermined inter-vehicle distance. This is not limited to the case where the object is a preceding vehicle, and the same applies to a parked vehicle, a guardrail, and the like.

  In this way, the driver feels that he can drive safely with respect to the object while considering the relationship between the distance between the object and the vehicle (including the lateral distance and the longitudinal distance) and the relative speed. The vehicle is driven to avoid danger by ensuring distance and relative speed.

FIG. 2 is an explanatory diagram showing the relationship between the allowable upper limit value of the relative speed with respect to the object and the distance (clearance) with respect to the object in the vehicle control system 100 of the present embodiment. As shown in FIG. 2, when the vehicle 1 travels at a certain absolute speed, the allowable upper limit value V _lim set for the object is 0 (until the distance X to the object is D0 (safety distance)). Zero) km / h and increases in a quadratic function above D0 (Vlim = k (X−D0) 2, where X ≧ D0). That is, to ensure safety, the relative speed of the vehicle 1 is _zero when the distance X is equal to or less than D0. On the other hand, when the distance X is equal to or greater than D ₀ , the vehicle 1 can travel at a higher relative speed as the distance increases.

In the example of FIG. 2, the allowable upper limit value for the object is _defined by V _lim = f (X) = k ₀ (X−D ₀ ) ² . K ₀ is a gain coefficient related to the degree of change in V _lim with respect to X, and is set depending on the type of the object.

In this embodiment, V _lim is _defined so as to include a safe distance and to be a quadratic function of X. However, the present invention is not limited to this and is defined by another function (for example, a linear function). May be. Further, the allowable upper limit value V _lim of the target object may be set in the horizontal direction or the vertical direction (front or rear) of the target object, and can be set for all radial directions centering on the target object. At that time, the coefficient k and the safety distance D ₀ can be set according to the direction from the object.

In consideration of the allowable upper limit value V _lim as described above, in the present embodiment, the vehicle 1 detects the target object (preceding vehicle, parked vehicle, pedestrian, guardrail, etc.) from the target object. A two-dimensional distribution (velocity distribution region 40) that defines an allowable upper limit value for the relative speed in the traveling direction of the vehicle 1 is set around (over the lateral region, the rear region, and the front region). .
FIG. 3 is an explanatory diagram of a speed distribution region set for the preceding vehicle during normal running of the vehicle control system according to the first embodiment of the present invention. As shown in FIG. 3, in the speed distribution region 40, an allowable upper limit value V _{lim for the} relative speed is set at each point around the preceding vehicle 3. That is, in the speed distribution region 40, the allowable upper limit value V _{lim of the} relative speed is set over the periphery of the preceding vehicle 3 (the entire periphery from the front direction to the lateral direction and the rear direction). The vehicle 1 is limited in relative speed with respect to the preceding vehicle 3 by the allowable upper limit value V _lim in the speed distribution region 40 during operation of the driving support system.

The speed distribution region 40 is set so that the allowable upper limit value of the relative speed becomes smaller as the lateral distance and the longitudinal distance from the preceding vehicle 3 become smaller (closer to the preceding vehicle 3). Further, in FIG. 3, for the sake of easy understanding, an equal relative velocity line connecting points having the same allowable upper limit value is shown. In the present embodiment, the equal relative velocity lines a, b, c, and d correspond to allowable upper limit values V _lim of 0 km / h, 20 km / h, 40 km / h, and 60 km / h, respectively.

  In FIG. 3, the speed distribution region 40 having an allowable upper limit value of 60 km / h is shown. However, the speed distribution region 40 is increased to a higher relative speed in consideration of the passing with the oncoming vehicle traveling on the oncoming lane. Can be set.

In such a speed distribution region 40, the vehicle 1 cannot enter the surroundings of the preceding vehicle 3 inside the equal relative speed line a where the allowable upper limit value V _lim is 0 km / h, that is, the vehicle 1 no longer enters. The entry prohibition area 42 in which the vehicle cannot approach the preceding vehicle 3 is set.
Also, inside the constant relative velocity a permissible upper limit V _lim is 0 km / h of and relative velocity outside the no-entry area 42, the allowable upper limit V _lim of the relative speed between the vehicle 1 and the preceding vehicle 3 A zero relative speed region 44 limited to 0 km / h is set.

Here, the entry prohibition area 42 and the zero relative speed area 42 will be described in detail.
FIG. 4 is a diagram showing the entry prohibition area 42 and the zero relative speed area 44 in the speed distribution area 40. As shown in FIG. 4, the entry prohibition area 42 is a rectangular area set around (the entire circumference) of the preceding vehicle 3. The vehicle 3 is controlled so as not to enter the entry prohibition area 42 under any circumstances. That is, the vehicle control system 100 sets the target travel route outside the entry prohibition area 42 or decelerates outside the entry prohibition area 42 when performing control such as driving support and collision avoidance, The vehicle 1 is configured to perform braking control and / or steering control so that the vehicle 1 does not enter the inside of the entry prohibition area 42.

  The entry prohibition area 42 is a front boundary line 42 </ b> A that is set in front of the preceding vehicle 3 and is the front end of the entry prohibition area 42, and a rear end of the entry prohibition area 42 that is set behind the preceding vehicle 3. This is an area surrounded by the rear boundary line 42B and the side boundary line 42C that is set to the left and right of the preceding vehicle 3 and that is the side edge of the entry prohibition area 42.

The front boundary line 42 </ b> A of the entry prohibition area 42 is set at a position away from the front end of the preceding vehicle 3 by a predetermined forward distance Da. The predetermined forward distance Da is obtained by the following formula.
[Equation 1]
Da = Lc / 2 + k ₁ Vp + k ₂ (1)

Here, Lc is the vertical length (m) of the vehicle 1, and Vp is the traveling speed (m / s) of the preceding vehicle 3. Further, k ₁ and k ₂ are constants, and in this embodiment, k ₁ = 0.5 and k ₂ = 5 are set.
In the present embodiment, the vehicle control system 100 recognizes the position of the vehicle 1 as a point at the center C of the vehicle 1. Therefore, in the present embodiment, in Formula 1 above, by adding the term of Lc / 2 and adding the length from the center C of the vehicle 1 to the rear of the vehicle 1, the vehicle 1 from the front end of the preceding vehicle 3 is added. A predetermined forward distance Da is calculated as the distance to the center C. Therefore, for example, when a predetermined forward distance Da of the front boundary line 42A of the entry prohibition area 42 is set as a distance from the front end of the preceding vehicle 3 to the rear end of the vehicle 1, Da is Da = k ₁ represented by vp + k _2.

  In FIG. 4, the distance from the front end and the rear end of the preceding vehicle 3 to a half distance (Lc / 2) of the longitudinal length Lc of the vehicle 1 and the side end of the preceding vehicle 3 from the side end of the vehicle. The position of the distance half the length Wc in the horizontal direction (Wc / 2) is indicated as a contact area T by a dashed-dotted rectangle.

The rear boundary line 42B of the entry prohibition area 42 is set at a position away from the rear end of the preceding vehicle 3 by a predetermined rear distance Db. The predetermined backward distance Db is obtained by the following equation.
[Equation 2]
Db = Lc / 2 + k ₃ (2)

Here, k ₃ is a constant, and in the present embodiment, k ₃ = 2 is set.
In the present embodiment, as described above, since the vehicle control system 100 recognizes the position of the vehicle 1 as a point of the center C of the vehicle 1, the predetermined backward distance Db is represented by the preceding formula 2 in the above equation 2. The distance from the rear end of the vehicle 3 to the center C of the vehicle 1 is set. Therefore, for example, when a predetermined rear distance Db of the rear boundary line 42B of the entry prohibition area 42 is set as a distance from the rear end of the preceding vehicle 3 to the front end of the vehicle 2, Db is Db = 2. is there.

  In the present embodiment, the predetermined rear distance Db of the rear boundary line 42B of the entry prohibition area 42 is a constant value, but is not limited to this, depending on the traveling speed of the vehicle 1, the traveling speed of the preceding vehicle 3, and the like. It may be set variably.

The side boundary line 42C of the entry prohibition area 42 is set at a position away from the side end of the preceding vehicle 3 by a predetermined side distance Dc. The predetermined side distance Dc is obtained by the following equation.
[Equation 3]
Dc = Wc / 2 + k ₄ Vp + k ₅ (3)

Here, Wc is the lateral length (m) of the vehicle 1, and Vp is the traveling speed (m / s) of the preceding vehicle 3. Further, k ₄ and k ₅ are constants, and in this embodiment, k ₄ = 0.1 and k ₅ = 0.5 are set.
In the present embodiment, as described above, the vehicle control system 100 recognizes the position of the vehicle 1 as the center point of the vehicle 1, and therefore, in the above formula 3, the predetermined lateral distance Dc is the preceding side distance Dc. It is set as the distance from the side edge of the vehicle 3 to the center C of the vehicle 1. For this reason, for example, when the predetermined side distance Dc of the side boundary line 42C of the entry prohibition area 42 is set as the distance from the side end of the preceding vehicle 3 to the side end of the vehicle 2, Dc is It is represented by Dc = k ₄ Vp + k ₅ .

Here, the predetermined front distance Da, the rear distance Db, and the side distance Dc correspond to the safety distance D ₀ described in FIG. 2, but these distances Da, Db, and Dc are simply the vehicle 1. Is not set as a distance that does not collide with the preceding vehicle 3, and when the vehicle 1 approaches the preceding vehicle 3, the passengers of the vehicle 1 can feel safe and drive without fear Is set as

Further, when the mathematical formula (1) is compared with the mathematical formula (2), the front distance Da of the entry prohibition area 42 is set to be always larger than the rear distance Db.
Further, as shown in the mathematical expressions (1) and (3), the forward distance Da and the lateral distance Dc are set so as to change according to the speed of the preceding vehicle 3. More specifically, the predetermined distances Db and Dc are set to increase as the traveling speed Vp of the preceding vehicle 3 increases.

  Next, the zero relative speed region 44 will be described. As shown in FIG. 4, the zero relative velocity region 44 is formed in a substantially pentagonal shape. In this embodiment, the vehicle control system 100 is configured such that when the vehicle 3 enters an area inside the zero relative speed area 44, the relative speed between the vehicle 1 and the preceding vehicle 3 becomes negative, that is, the traveling of the preceding vehicle 3 The vehicle 1 is controlled to be braked so that the traveling speed of the vehicle 1 is slower than the speed. By such braking control, when the vehicle 1 enters the zero relative speed region 44, the vehicle 1 is controlled to exit outside the zero relative speed region 44, that is, away from the preceding vehicle 3.

  The zero relative speed area 44 is set in front of the preceding vehicle 3, the front boundary line 44 </ b> A that is the front end of the zero relative speed area 44, and behind the zero relative speed area 44 set behind the preceding vehicle 3. The rear boundary line 44B that is the end, the side boundary line 44C that is the side edge of the zero relative speed region 44 set on the left and right of the preceding vehicle 3, and the rear boundary line 44B and the side boundary line 44C are slanted. This is an area surrounded by a rear inclined line 44D connected by a line.

The front boundary line 44A of the zero relative speed region 44 is set at a position that is separated from the front boundary line 42A of the entry prohibition region 42 by a predetermined forward distance Ka. The predetermined forward distance Ka is obtained by the following equation.
[Equation 4]
Ka = k ₆ × (Vp−Vc) + k ₇
However, Ka ≧ 0 (4)

Here, Vc is the traveling speed, k _6, k ₇ of the vehicle 1 is a constant. In this embodiment, k ₆ = 1 and k ₇ = 20 are set. Further, when the traveling speed Vc of the vehicle 1 is greater than the traveling speed Vp of the preceding vehicle 3, Ka is set to 0.

The rear boundary line 44B of the zero relative speed region 44 is set at a position separated from the rear boundary line 42B of the entry prohibition region 42 by a predetermined rear distance Kb. The predetermined backward distance Kb is obtained by the following equation.
[Equation 5]
Kb = (THW or TTC) × Vc + k ₈ (5)

Here, THW is referred to as vehicle head time, and is the time from when the preceding vehicle 3 passes a certain point until the vehicle 1 passes that point. Further, TTC is referred to as a collision allowance time, and is a time until the vehicle 1 and the preceding vehicle 3 collide when the current relative speed is maintained. The value divided by the relative speed. In this embodiment, the term of (THW or TTC) with the larger vehicle head time or collision margin time is adopted. Further, k ₈ is a constant, and in this embodiment, k ₈ = 2 is set.

  The side boundary line 44C of the zero relative speed region 44 is set at a position that is separated from the side boundary line 42C of the entry prohibition region 42 by a predetermined side distance Kc. The predetermined side distance Kc is obtained by the following equation.

ここで、Ｄｃ−Ｗｃ／２は、進入禁止領域４２Ｃから接触領域Ｃまでの横方向の距離を示すから、数式（３）を考慮すると、所定の側方距離Ｋｃは、以下のようになる。
［数７］

なお、ｋ₉は定数であり、本実施形態ではＫ₉＝３．２９に設定されている。 [Equation 6]

Here, since Dc−Wc / 2 indicates a lateral distance from the entry prohibition area 42C to the contact area C, the predetermined lateral distance Kc is as follows in consideration of Equation (3).
[Equation 7]

Incidentally, k ₉ is a constant, in the present embodiment is set to K ₉ = 3.29.

  The rear inclined line 44D of the zero relative velocity region 44 is in contact with the intersection of the side boundary line 44C of the zero relative velocity region 44 and the rear boundary line 42B of the entry prohibition region 42 and the rear boundary line 44B of the zero relative velocity region 44. It is represented by a line connecting the intersection of the region T and the side boundary line.

  The velocity distribution region 40 is not limited to the above calculation method, and can be set based on various parameters. As parameters, for example, the relative speed between the vehicle 1 and the object, the type of the object, the traveling direction of the vehicle 1, the moving direction and moving speed of the object, the length of the object, the absolute speed of the vehicle 1 and the like are considered. Can do. That is, the coefficient k and the calculation formula can be selected based on these parameters.

  Further, the velocity distribution region 40 can be set for various objects. Examples of the object include a vehicle, a pedestrian, a bicycle, a traveling road segment, an obstacle, a traffic signal, a traffic sign, and the like. Vehicles can be distinguished by automobiles, trucks, and motorcycles. Pedestrians can be distinguished by adults, children and groups. The traveling road section includes a guard rail, a road shoulder that forms a step at the end of the traveling road, a center divider, and a lane boundary. Obstacles include cliffs, grooves, holes, and falling objects. Traffic signs include stop lines and stop signs.

Next, with reference to FIG.5 and FIG.6, the flow of a process of the vehicle control system of this embodiment is demonstrated. FIG. 5 is a process flow of the vehicle control device, and FIG. 6 is an explanatory diagram of the operation of the vehicle control system.
As shown in FIG. 5, when the vehicle 1 is traveling on the traveling road, the ECU 10 (data acquisition unit) of the vehicle 1 acquires various data from a plurality of sensors (S10). Specifically, the ECU 10 receives image data obtained by imaging the front of the vehicle 1 from the in-vehicle camera 21 and receives measurement data from the millimeter wave radar 22.

  ECU10 (target object detection part) processes the data acquired from the external sensor containing the vehicle-mounted camera 21 at least, and detects a target object (S11). Specifically, the ECU 10 performs image processing of the image data and detects the preceding vehicle 3 as an object. At this time, the type of the object (in this case, the vehicle) is specified. Further, the ECU 10 can detect the presence of a specific obstacle from the map information.

  Moreover, ECU10 (position and relative speed calculation part) calculates the position and relative speed of the detected target object (preceding vehicle 3) with respect to the vehicle 1 based on measurement data. The position of the target object includes a vertical position (vertical distance) along the traveling direction of the vehicle 1 and a horizontal position (horizontal distance) along the horizontal direction orthogonal to the traveling direction. As the relative speed, the relative speed included in the measurement data may be used as it is, or a speed component along the traveling direction may be calculated from the measurement data. The velocity component orthogonal to the traveling direction does not necessarily have to be calculated, but may be estimated from a plurality of measurement data and / or a plurality of image data if necessary.

The ECU 10 (speed distribution area setting unit) sets the speed distribution area 40 for the detected object (that is, the preceding vehicle 3) (S12). Based on the set speed distribution region 40, the ECU 10 (route calculating unit) calculates a route on which the vehicle 1 can travel and a set vehicle speed or a target speed at each position on the route (S13). Then, in order for the vehicle 1 to travel on the calculated route, the ECU 10 (travel control execution unit) executes travel control (S14).
5 is repeatedly executed every predetermined time (for example, 0.1 second), the calculated route and the set speed on this route change with time.

Here, the speed control of the vehicle 1 when the vehicle 1 approaches the preceding vehicle 3 from behind the preceding vehicle 3 will be described.
6, when the vehicle 1 approaches the preceding vehicle 3 from behind the preceding vehicle 3, the vehicle 1 crosses the equal relative speed lines d, c, and b of the speed distribution region 40. Runs. In this case, for example, if the vehicle 1 is traveling at 60 km / h, the traveling speed can be maintained up to the equal relative speed line d, but when the vehicle 1 exceeds the equal relative speed line d, the allowable upper limit value V is gradually increased. _{Since lim} becomes smaller, the vehicle control system 100 outputs a brake request signal to the brake control system 32 to decelerate the vehicle 1 so that the vehicle does not exceed the allowable upper limit value V _lim set at that point. 1 is controlled.

When the vehicle 1 reaches the outer edge of the zero relative speed region 44, the vehicle 1 is controlled so that the relative speed with respect to the preceding vehicle 3 becomes 0 (zero). For this reason, the vehicle 1 does not approach the preceding vehicle 3 any more in a normal driving state.
However, for example, when the preceding vehicle 3 decelerates unexpectedly, the vehicle 1 may enter the zero relative speed region 44. In this case, the vehicle control system 100 controls the vehicle 1 so that the vehicle 1 moves outside the zero relative speed region 44. More specifically, the vehicle control system 100 outputs a brake request signal so that the relative speed between the vehicle 1 and the preceding vehicle 3 is negative, that is, less than 0 km / h. Control to leave.

  Further, the vehicle control system 100 controls the speed and / or travel route of the vehicle 1 so that the vehicle 1 does not enter the entry prohibition region 42 when the vehicle 1 enters the zero relative speed region 44. That is, when only the speed of the vehicle 1 is controlled, the vehicle control system 100 causes the vehicle 1 to travel outside (rearward) from the rear boundary line 42B of the entry prohibition area 42 as shown by a route R2 in FIG. Then, the braking force of the vehicle 1 is determined so as not to exceed the rear boundary line 42 </ b> B, and a brake request signal is output to the brake control system 32. As a result, the vehicle 1 is closest to the preceding vehicle 3 at a position outside the entry prohibition area 42, but no longer approaches the preceding vehicle 3 and does not enter the entry prohibition area 42.

  Note that when the vehicle 1 enters the zero relative speed region 44, the vehicle control system 100 controls the vehicle 1 so that it decelerates as described above and is located behind the rear boundary line 42B of the entry prohibition region 42. For example, steering control may be performed in addition to speed control so as to avoid a collision with the preceding vehicle 3. In this case, the vehicle control system 100 may set the target travel route outside the entry prohibition area 42, for example, as indicated by a route R3 in FIG.

According to the above embodiment, the following effects can be obtained.
Since the speed distribution area 40 includes the entry prohibition area 42 and the zero relative speed area 44, the vehicle 1 has a relative speed of zero with the preceding vehicle 3 at the boundary line of the zero relative speed area 44 in a normal driving state. Hold on. Therefore, the vehicle control system 100 can perform safe driving support because the vehicle 1 can travel while maintaining a predetermined distance from the preceding vehicle 3.
Further, when the vehicle 1 enters the zero relative speed area 44 due to unexpected deceleration of the preceding vehicle 3 or the like and approaches the preceding vehicle 3 further, the vehicle control system 100 causes the vehicle 1 to enter the entry prohibition area 42. Thus, the vehicle 1 is accelerated / decelerated / steered so that a predetermined distance can be ensured between the vehicle 1 and the preceding vehicle 3 even when the collision avoidance control is performed. Therefore, it is possible to prevent the passenger from feeling uneasy, and to provide safe and safe driving support.

Since the speed distribution region 40 is set with respect to the rear of the preceding vehicle 3 so that the allowable upper limit value decreases as the distance from the preceding vehicle 3 decreases, Since the allowable upper limit value decreases as the vehicle 3 is approached, it is possible to prevent driving assistance from approaching the preceding vehicle 3 at a speed at which the occupant becomes anxious, and to travel at a speed at which the occupant feels safe. .
Further, since the speed distribution region 40 is set with respect to the side (lateral direction) of the preceding vehicle 3 such that the allowable upper limit value decreases as the distance from the preceding vehicle 3 becomes smaller, the vehicle 1 becomes the preceding vehicle 3. Even when overtaking or overtaking the vehicle, since the allowable upper limit value decreases as the vehicle approaches the preceding vehicle 3, it is possible to prevent driving assistance such as overtaking or overtaking the preceding vehicle 3 at such a speed that the occupant becomes uneasy. it can. Therefore, it can drive | work at the speed which a passenger | crew feels safe.

  When the vehicle 1 enters the relative speed zero region 44 due to an unexpected deceleration of the preceding vehicle 3 or the like, the vehicle control system 100 starts from the preceding vehicle 3 so that the vehicle 1 goes outside the zero relative speed region 44. The vehicle 1 is controlled to leave. Therefore, even when there is an unexpected movement of the preceding vehicle 3, a predetermined distance can be secured between the preceding vehicle 3. Therefore, it is possible to perform driving support that allows the occupant to feel safe with respect to the preceding vehicle 3.

  When the vehicle 1 enters the zero relative speed area 44, if the target travel route is set outside the entry prohibition area 42 so that the vehicle 1 goes out of the zero relative speed area 44, the vehicle 1 The preceding vehicle 3 can be avoided without entering the entry prohibition area 42. Therefore, it is possible to perform collision avoidance driving assistance that the occupant feels safe with respect to the preceding vehicle 3.

[Second Embodiment]
Next, a vehicle control system according to the second embodiment of the present invention will be described. The vehicle control system according to the second embodiment is different from the vehicle control system according to the first embodiment according to the first embodiment except that the setting of the speed distribution region when the vehicle 1 overtakes the preceding vehicle 3 is different. It has the same configuration as the vehicle control system.

  FIG. 7 is a diagram of a speed distribution region 50 set for the preceding vehicle 3 according to the second embodiment of the present invention. The speed distribution area 50 according to the second embodiment includes an overtaking speed distribution area 52 that is set when the vehicle 1 overtakes the preceding vehicle 3 in addition to the entry prohibition area 42 similar to that of the first embodiment.

The overtaking speed distribution area 52 is set in front of the vehicle 1, more specifically in front of the entry prohibition area 42, and the allowable lower limit value V _min of the relative speed of the vehicle 1 with respect to the preceding vehicle 3 in the traveling direction of the vehicle 1. Is defined. The overtaking speed distribution area 52 is set with the same width as the entry prohibition area 42 from the front boundary line 42A of the entry prohibition area 42 to the front, and the allowable lower limit value as the distance in the front-rear direction (vertical direction) from the preceding vehicle 3 decreases. V _min is set to be large. The equal relative velocity lines e, f, g, h, i of the overtaking velocity distribution region 52 extend so as to incline forward toward the center in the width direction. In FIG. 7, for the sake of easy understanding, equal relative velocity lines e, f, g, h, i connecting points having the same allowable lower limit value V _min are shown. In this embodiment, the equal relative velocity lines e, f, g, h, i correspond to, for example, allowable lower limit values Vmin of 50 km / h, 40 km / h, 30 km / h, 20 km / h, 10 km / h, respectively.

  When the vehicle 1 is behind the preceding vehicle 3, the vehicle control system 100 according to the present embodiment configured as described above sets the speed distribution region 40 around the preceding vehicle 3 as in the first embodiment. To do. When the vehicle 1 overtakes or overtakes the preceding vehicle 3, the vehicle control system 100 determines that the vehicle 1 can travel on the basis of the speed distribution region 40 and the set vehicle speed at each position on the route. Alternatively, the target speed is calculated. Then, the ECU 10 executes travel control so that the vehicle 1 travels on the calculated route.

  When the vehicle 1 passes the side of the preceding vehicle 3 and moves further forward than the preceding vehicle 3, the vehicle control system 100 changes the speed distribution region set for the preceding vehicle 3 from the speed distribution region 40 to the speed distribution region 50. Change to In the present embodiment, since the vehicle 1 is recognized with the center C as a point, when the center point is positioned forward beyond the position of the front end of the preceding vehicle 3 in the traveling direction of the vehicle 1, the vehicle 1 is It is determined that the vehicle has moved forward from the preceding vehicle 3.

When the vehicle 1 performs overtaking, the vehicle control system 100 determines the vehicle 1 based on the overtaking speed distribution area 52 so that the traveling speed of the vehicle 1 does not fall below the allowable lower limit value V _min set in the overtaking speed distribution area 52. The vehicle travels when the vehicle moves ahead of the preceding vehicle 3, and the set vehicle speed or target speed (for example, the route R4 in FIG. 7) at each position on the route is calculated. Then, the ECU 10 performs travel control so that the vehicle 1 travels on the calculated route.

According to the vehicle control system 100 according to the present embodiment configured as described above, the following effects can be obtained in addition to the same effects as those of the first embodiment.
When the vehicle 1 passes the preceding vehicle 3, the passing speed distribution area 52 is set in front of the preceding vehicle 3 when the vehicle 1 moves ahead of the preceding vehicle 3. When the vehicle travels forward and enters the front of the preceding vehicle 3, the relative speed of the vehicle is controlled according to the allowable lower limit value set in the overtaking speed distribution region 52. Therefore, even when the vehicle 1 passes the preceding vehicle 3, the driving speed and distance that the driver feels safe with respect to the preceding vehicle 3 are secured, so that driving assistance that the driver feels safe can be performed. it can.

The present invention is not limited to the embodiment described above, and may be, for example, as follows.
The speed distribution region is not limited to the one set over the entire circumference of the preceding vehicle, and may be set only in front of the preceding vehicle, for example, as in the second embodiment, or set only in the side, only in the rear, etc. May be. In short, the velocity distribution region may be set at least at a part around the object.

1 vehicle 2 traveling path 3 preceding vehicle (object)
DESCRIPTION OF SYMBOLS 21 Car-mounted camera 22 Millimeter wave radar 23 Vehicle speed sensor 24 Positioning system 25 Navigation system 31 Engine control system 32 Brake control system 33 Steering control system 40, 50 Speed distribution area 42 No entry area 44 Relative speed zero area 52 Passing speed distribution area 100 Vehicle Control system a, b, c, d, e, f, g, h, i, etc. Relative velocity line D ₀ Safe distance X Clearance R1, R2, R3, R4 Route

Claims (6)

A vehicle control device mounted on a vehicle,
Detecting an object in front of the vehicle,
A speed distribution region defining a distribution of an allowable upper limit value of a relative speed of the vehicle with respect to the object in the traveling direction of the vehicle is set at least at a part of the periphery of the object;
In the speed distribution region, the vehicle is configured to execute traveling control that suppresses the relative speed of the vehicle with respect to the object from exceeding the allowable upper limit value.
The velocity distribution region has a permissible upper limit value zero region in which the permissible upper limit value is zero at a position away from the object by a predetermined distance,
An entry prohibition area where entry of the vehicle is prohibited at a position closer to the object than the zero relative speed area;
The vehicle control apparatus characterized by the above-mentioned.   The speed distribution region is such that the allowable upper limit value decreases as the longitudinal distance from the object in the traveling direction of the vehicle decreases at a position farther from the object than the zero relative speed region. The vehicle control device according to claim 1, wherein the vehicle control device is set for a rear region of the object.   The speed distribution area is such that the allowable upper limit value decreases as the lateral distance from the object in the traveling direction of the vehicle decreases at a position farther from the object than the zero relative speed area. The vehicle control device according to claim 1, wherein the vehicle control device is set with respect to a lateral region of the object.   The vehicle is configured to control the traveling speed of the vehicle so that the vehicle moves to a position farther from the object than the zero relative speed area when the vehicle enters the zero relative speed area. The vehicle control device according to any one of claims 1 to 3.   The vehicle is configured to set a target travel route outside the entry prohibition region so that the vehicle goes out of the zero relative velocity region when the vehicle enters the zero relative velocity region. The vehicle control device according to any one of claims 1 to 4.   The speed distribution area includes an overtaking speed distribution area that defines a distribution of an allowable lower limit value of a relative speed of the vehicle with respect to the object in the traveling direction of the vehicle for overtaking the object, and the overtaking speed distribution. The vehicle control device according to any one of claims 1 to 5, wherein the region is configured to be set in front of the object when the vehicle moves in front of the object.

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