JP2018192825A - Automatic driving control system of vehicle - Google Patents

Abstract

To allow an own vehicle to mitigate effects due to a rear-end collision in a situation the vehicle is likely to be rear ended.SOLUTION: An automatic driving control system 100 comprises: a steering angle control part (330) that controls a steering angle of a wheel (52) of an own vehicle (50); a situation recognizing part (220) that can recognize a situation of the own vehicle in a travelling scheduled route; and an automatic driving control part (210) that controls automatic driving. The automatic driving control part, when the situation recognizing part recognizes a predetermined steering angle changing situation including the fact that a condition in which speed of the own vehicle should be below a prescribed value is satisfied during automatic driving, changes a steering angle, which is instructed to the steering angle control part, from a first steering angle (θ1) set along the travelling scheduled route to a second steering angle (θ2) different from the first steering angle.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle automatic driving control system.

  Patent Document 1 discloses an automatic driving system for a vehicle. In this system, (a) when a driver performs a predetermined driving operation during automatic driving, switching from automatic driving to manual driving is performed. (B) After that, even if there is no driver's automatic driving switching operation, the control unit The manual operation is switched to the automatic operation again. According to this automatic driving system, since the switching of (a) is performed, when the driver finds an obstacle that the automatic driving system cannot recognize (for example, the jumping out of a small animal), the driver is in automatic driving. Can also operate to avoid obstacles. In addition, the convenience of the driver can be improved because the driver does not need to perform the automatic driving switching operation by the switching of (b).

Japanese Patent Laid-Open No. 2006-133985

  However, in the conventional automatic driving system, the actual situation is that no sufficient contrivance has been made in the case of a rear-end collision with another vehicle. In general, the driver's situation recognition ability behind the vehicle is inferior to the situation recognition ability in the direction of travel. In addition, when the host vehicle is colliding with another vehicle from behind while the vehicle is slowing down or temporarily stopped (for example, waiting for a right turn in left-hand traffic), the host vehicle may be opposed depending on the direction of the rear-end collision and the steering angle of the host vehicle. May be pushed into the lane.

  SUMMARY An advantage of some aspects of the invention is to solve at least a part of the problems described above, and the invention can be implemented as the following forms.

  According to one form of this invention, the automatic driving | operation control system (100) which performs the automatic driving | running | working of the own vehicle (50) along a driving planned route is provided. The automatic driving control system includes a steering angle control unit (330) that controls the steering angle of the wheel (52) of the host vehicle, and a situation recognition unit (220) that can recognize the situation of the host vehicle on the planned travel route. And an automatic operation control unit (210) for instructing the steering angle control unit to specify a steering angle and controlling the automatic operation. The automatic driving control unit has recognized a predetermined steering angle change situation including a condition that the speed of the host vehicle is equal to or lower than a predetermined value during the automatic driving. In this case, the steering angle instructed to the steering angle control unit is changed from the first steering angle (θ1) along the planned travel route to a second steering angle (θ2) different from the first steering angle.

  According to the automatic driving control system of this aspect, when the situation recognition unit recognizes the steering angle change situation including the condition that the speed of the host vehicle is equal to or less than the predetermined value, the vehicle travels along the planned travel route. Since the first steering angle is changed to the second steering angle, there is a possibility that the vehicle is pushed out in the direction according to the first steering angle even when the host vehicle is collided with another vehicle from behind while the host vehicle is stopped or slowing down. Can be reduced. As a result, it is possible to mitigate the effects of rear-end collisions.

Explanatory drawing which shows the structure of the automatic driving | operation control system as 1st Embodiment. The flowchart which shows the procedure of the steering angle change process in 1st Embodiment. The flowchart which shows the determination procedure of the steering angle change condition in 1st Embodiment. The conceptual diagram which shows the effect of the steering angle change in an intersection. The conceptual diagram which shows the mode of the steering angle change of a vehicle. The flowchart which shows the determination procedure of the steering angle change condition in 2nd Embodiment. The flowchart which shows the determination procedure of the back collision condition in 2nd Embodiment. The flowchart which shows the determination procedure of the steering angle change condition in 3rd Embodiment. The flowchart which shows the determination procedure of the front collision condition in 3rd Embodiment. Explanatory drawing which shows an example of the popping-out area by a back collision. Explanatory drawing which shows a mode that a front collision generate | occur | produces by a rear collision. Explanatory drawing of the collision possibility of a front collision. The flowchart which shows the determination procedure of the back collision condition in 4th Embodiment. Explanatory drawing which shows the mode of the merging collision in 5th Embodiment. The flowchart which shows the determination procedure of the steering angle change condition in 5th Embodiment. Explanatory drawing which shows the mode of the collision in 6th Embodiment. The flowchart which shows the determination procedure of the steering angle change condition in 6th Embodiment. Explanatory drawing which shows the example of the collision by the back vehicle which drive | works the adjacent lane. Explanatory drawing which shows the other example of the collision by the back vehicle which drive | works an adjacent lane. Explanatory drawing which shows the further another example of the collision by the back vehicle which drive | works the adjacent lane.

A. First embodiment:
As shown in FIG. 1, the vehicle 50 according to the first embodiment includes an automatic driving control system 100. The automatic driving control system 100 includes an automatic driving ECU 200 (Electronic Control Unit), a vehicle control unit 300, a support information acquisition unit 400, and a driver warning unit 500. In the present specification, the vehicle 50 is also referred to as “own vehicle 50”.

  The automatic operation ECU 200 is a circuit including a CPU and a memory. The automatic driving ECU 200 executes a computer program stored in a non-volatile storage medium, thereby performing an automatic driving control unit 210 that controls automatic driving of the vehicle 50, and a situation recognition unit 220 that recognizes a situation related to the vehicle 50. Function. The function of the situation recognition unit 220 will be described later.

  The vehicle control unit 300 is a part that executes various controls for driving the vehicle 50, and is used in both cases of automatic driving and manual driving. The vehicle control unit 300 includes a drive unit control device 310, a brake control device 320, a steering angle control device 330, and general sensors 340. The drive unit control device 310 has a function of controlling a drive unit (not shown) that drives the wheels of the vehicle 50. One or more prime movers of an internal combustion engine and an electric motor can be used as the wheel drive unit. The brake control device 320 performs brake control of the vehicle 50. The brake control device 320 is configured as an electronically controlled brake system (ECB), for example. The steering angle control device 330 controls the steering angle of the wheels of the vehicle 50. In the first embodiment, “steering angle” means the average steering angle of the two front wheels of the vehicle 50. The steering angle control device 330 is configured as an electric power steering system (EPS), for example. The general sensors 340 include a vehicle speed sensor 342 and a steering angle sensor 344, and are general sensors required for driving the vehicle 50. The general sensors 340 include sensors that are used for both automatic operation and manual operation.

  The support information acquisition unit 400 acquires various types of support information for automatic driving. The support information acquisition unit 400 includes a front detection device 410, a rear detection device 420, a GPS device 430, a navigation device 440, and a wireless communication device 450. The navigation device 440 has a function of determining a planned travel route in automatic driving based on the destination and the vehicle position detected by the GPS device 430. In addition to the GPS device 430, another sensor such as a gyro may be used for determining or correcting the planned travel route. The forward detection device 410 acquires information related to the state of objects and road facilities (lanes, intersections, traffic lights, etc.) existing in front of the host vehicle 50. The rear detection device 420 acquires information related to objects and road equipment existing behind the host vehicle 50. Each of the front detection device 410 and the rear detection device 420 can be realized by using, for example, one or more detectors selected from various detectors such as a camera, a laser radar, and a millimeter wave radar. The wireless communication device 450 can exchange situation information about the situation of the host vehicle 50 and the surrounding situation by wireless communication with an intelligent transport system 70 (Intelligent Transport System). It is also possible to exchange situation information by performing inter-vehicle communication or road-to-vehicle communication with a roadside radio installed in road equipment. The support information acquisition unit 400 uses the situation information obtained through such wireless communication, information about the running situation of the own vehicle, information about the situation in front of the own vehicle 50, and the rear of the own vehicle 50. A part of the information on the situation may be acquired. Various types of support information acquired by the support information acquisition unit 400 is transmitted to the automatic driving ECU 200.

  In this specification, “automatic driving” means driving in which all of drive unit control, brake control, and steering angle control are automatically performed without a driver (driver) performing a driving operation. Therefore, in the automatic operation, the operation state of the drive unit, the operation state of the brake mechanism, and the steering angle of the wheel are automatically determined. “Manual operation” means operations for controlling the drive unit (depressing the accelerator pedal), operations for controlling the brake (depressing the brake pedal), and operations for controlling the steering angle (rotating the steering wheel). , Meaning the driving performed by the driver.

  The automatic driving control unit 210 controls the automatic driving based on the scheduled traveling route given from the navigation device 440 and various situations recognized by the situation recognition unit 220. Specifically, the automatic operation control unit 210 transmits a drive instruction value indicating the operation state of the drive unit (engine or motor) to the drive unit control device 310, and brake-controls the brake instruction value indicating the operation state of the brake mechanism. A steering angle instruction value indicating the steering angle of the wheel is transmitted to the device 320 and transmitted to the steering angle control device 330. Each control device 310, 320, 330 executes control of each control target mechanism in accordance with a given instruction value. The various functions of the automatic operation control unit 210 can be realized by artificial intelligence using a learning algorithm such as deep learning.

  The driver warning unit 500 includes a driver state detection unit 510 and a warning device 520. The driver state detection unit 510 includes a detector (not shown) such as a camera, and detects the state of the driver by detecting the face and head state of the driver of the host vehicle 50. It has the function to do. The warning device 520 is a device that issues a warning to the driver according to the situation of the vehicle 50 and the detection result of the driver state detection unit 510. The warning device 520 may be configured using one or more devices such as a sound generation device (speaker), an image display device, and a vibration generation device that generates vibrations in an object (for example, a steering wheel) in a vehicle interior. Is possible. The driver warning unit 500 may be omitted.

  The situation recognition unit 220 realized by the automatic driving ECU 200 includes a driving situation recognition unit 222, a front recognition unit 224, and a rear recognition unit 226. The traveling state recognition unit 222 has a function of recognizing the traveling state of the host vehicle 50 using various information and detection values provided from the support information acquisition unit 400 and the general sensors 340. The front recognition unit 224 recognizes the state of an object in front of the host vehicle 50 and road facilities (lanes, intersections, traffic lights, etc.) using information provided from the front detection device 410. The rear recognition unit 226 recognizes a situation related to an object behind the host vehicle 50 and road equipment. For example, the front recognition unit 224 and the rear recognition unit 226 can recognize the proximity situation in which another object is close to the host vehicle 50. Note that part or all of the functions of the situation recognition unit 220 may be realized by one or more ECUs separate from the automatic driving ECU 200.

  The automatic driving control system 100 has a large number of electronic devices including an automatic driving ECU 200. The plurality of electronic devices are connected to each other via an in-vehicle network such as a CAN (Controller Area Network). The configuration of the automatic operation control system 100 shown in FIG. 1 can be used in other embodiments described later.

  As will be described below, in the first embodiment, the automatic driving control unit 210 changes the steering angle that the situation recognition unit 220 determines in advance when the host vehicle 50 is temporarily stopped or slowing down near the center of the intersection. When the situation is recognized, the first steering angle along the planned travel route (the first steering angle specified by the steering angle instruction value for automatic driving) is changed to a second steering angle different from the first steering angle. Mitigates the impact of rear-end collisions with other vehicles. The actual steering angle is changed by the automatic driving control unit 210 causing the steering angle control device 330 to change the steering angle.

  The flow shown in FIG. 2 is repeatedly executed periodically by the automatic driving control unit 210 and the situation recognition unit 220 during the operation of the vehicle 50. First, in step S110, it is determined whether or not automatic driving is in progress. If it is not in automatic operation, the process of FIG. 2 is terminated, and if it is in automatic operation, the process proceeds to step S120 and subsequent steps. In step S120, it is determined whether or not the situation recognition unit 220 has recognized a predetermined steering angle change situation. When the situation recognition unit 220 recognizes the steering angle change situation, in step S130, the steering angle of the vehicle 50 is changed from the first steering angle along the planned travel route to the second steering angle, and the steering angle change situation. Is not recognized, the first steering angle is maintained as it is, and the process of FIG. 2 is terminated. An example of the detailed procedure of step S120 in the first embodiment is shown in FIG.

As shown in FIG. 3, in steps S200, S210, and S220 of the steering angle change status determination process, it is determined whether or not all of the following three conditions are satisfied.
<Condition 1> The vehicle speed of the host vehicle 50 is a predetermined value or less.
<Condition 2> The own vehicle 50 exists within a predetermined range from the center of the intersection.
<Condition 3> The direction of the front wheels of the host vehicle 50 is not parallel to the straight lane direction at the intersection.

  The “predetermined value” of the vehicle speed in the condition 1 is a vehicle speed that can be evaluated that the host vehicle 50 is almost stopped, and is set to a value of 2 km / hour or less, for example. The “predetermined value” may be zero, and the condition 1 may be satisfied only when the host vehicle 50 is stopped. Condition 2 “predetermined range from the center of the intersection” is appropriately set in advance according to the size of the intersection, the road width, and the like. The condition 3 “lane straight line direction at the intersection” means the straight line direction of the lane in which the host vehicle 50 was traveling before entering the intersection.

  When all of the above conditions 1 to 3 are satisfied, the process proceeds to step S230, where the situation recognition unit 220 recognizes the steering angle change situation. On the other hand, when at least one of the conditions 1 to 3 is not satisfied, the process proceeds to step S240, and the steering angle change status is not recognized. Since all of the conditions 1 to 3 are conditions related to the traveling state of the host vehicle 50, these are also referred to as “traveling condition”.

  Of the above-described traveling condition, conditions 2 and 3 may be omitted, and it is preferable to adopt a condition including at least condition 1 as the traveling condition. Regarding the conditions 2 and 3, for example, when the host vehicle 50 exists at another position that is not near the intersection, it is changed as appropriate according to the position. Such an example will be described in another embodiment. Further, as a condition for recognizing the steering angle change situation, it is possible to add a condition relating to the situation behind the host vehicle 50 and a condition relating to the situation ahead of the host vehicle 50 in addition to the running condition condition of the host vehicle 50. This point will also be described in another embodiment.

  FIG. 4 shows a state where the steering angle change situation is recognized according to the processing flow of FIG. The upper part of FIG. 4 shows a state where the host vehicle 50 stops near the center CCS of the intersection CS in order to turn right at the intersection CS according to the planned travel route PR1. From the rear of the host vehicle 50, another vehicle (referred to as “rear vehicle 61”) is approaching. The rear vehicle 61 is a vehicle that travels in the same lane as the host vehicle 50 in the present embodiment. As described above, when the host vehicle 50 is temporarily stopped or slowed down because it bends at the intersection CS, the host vehicle 50 jumps out to the opposite lane when the rear vehicle 61 collides with the other vehicle (vehicle or vehicle). People). Therefore, it is preferable to change the steering angle so as not to jump out according to the planned travel route PR1 even if it is assumed that the rear-end collision has occurred.

  The first steering angle θ1 of the front wheel 52 of the host vehicle 50 is an angle designated by the steering angle command value for automatic driving in order to travel along the planned travel route PR1. When the host vehicle 50 bends at the intersection CS, normally, the direction of the front wheel 52 at the first steering angle θ1 is different from the lane straight direction DRs at the intersection CS. Further, the direction of the front wheel 52 by the first steering angle θ1 is often different from the neutral direction (direction parallel to the front-rear direction of the host vehicle 50) where the steering angle is zero. In addition, the method of turning at the intersection CS includes a right turn, a left turn, and a U-turn. In the example of FIG. 4, the first steering angle θ <b> 1 is an angle in which the front wheel 52 is directed rightward for a right turn. The planned travel route PR1 with the first steering angle θ1 is a right turn route as indicated by a solid arrow. In this state, when the conditions 1 to 3 of steps S200 to S220 in FIG. 3 are all satisfied, the first steering angle θ1 is changed to the second steering angle θ2 as shown in the lower part of FIG. In this example, the second steering angle θ2 is an angle that directs the front wheels 52 in a direction parallel to the lane rectilinear direction DRs. In this way, when the steering angle change situation (steps S200 to S220) is recognized, if the first steering angle θ1 along the planned travel route is changed to a second steering angle θ2 different from this, temporarily, Even when the rear vehicle 61 collides with the rear vehicle 61 when the vehicle is temporarily stopped or slowed down near the center CCS of the intersection CS, the steering angle of the front wheel 52 is the second steering angle θ2, so the first steering angle θ1. In other words, the host vehicle 50 is pushed out along the second steering angle θ2. As a result, the host vehicle 50 is not pushed out into the oncoming lane. That is, a frontal collision with an oncoming vehicle can be avoided. On the other hand, when the rear vehicle 61 collides violently, it is assumed that the front wheel 52 is pushed out to the oncoming lane without turning. Even in such a case, according to the configuration of the present embodiment, the front wheel 52 has the second steering angle θ2, so the front wheel 52 rubs against the ground and functions as a stopper, and the jump distance of the host vehicle 50 is shortened. can do. As a result, it is possible to reduce the influence of being pushed out to the oncoming lane.

  As shown in FIG. 5, the second steering angle θ2 employed when the steering angle change situation is recognized is an angle that changes the direction of the front wheel 52 to a direction closer to the lane rectilinear direction DRs than the first steering angle θ1. It is preferable that Note that when the host vehicle 50 is temporarily stopped or slowing down because it bends at the intersection CS, the front-rear direction of the host vehicle 50 is often tilted from the lane rectilinear direction DRs as in the example of FIG. Considering such a case, the changed second steering angle θ2 is an angle in which the direction of the front wheels 52 is a direction parallel to the front-rear direction of the host vehicle 50 (referred to as “neutral direction Dn”), or neutral. It is preferable that the angle is a direction D2 opposite to the direction D1 indicated by the first steering angle θ1 across the direction Dn. In the example of FIG. 5, the first steering angle θ1 is a steering angle that bends the traveling direction to the right, and the second steering angle θ2 is a steering angle that directs the direction of the front wheels 52 in the lane straight direction DRs. The direction of the front wheel 52 by the second steering angle θ2 is preferably close to the lane straight direction DRs, and for example, it is preferable that the angle formed with the lane straight direction DRs is in a range of about ± 10 degrees. In this way, even when the host vehicle 50 is collided with another vehicle from behind, the possibility of being pushed to the oncoming lane according to the first steering angle θ1 can be further reduced. Note that the value of the second steering angle θ2 can be appropriately determined according to one or more parameters such as the size of the intersection, the road width, the vehicle speed of the host vehicle 50, and the vehicle speed of the rear vehicle 61.

  Returning to FIG. 2, when the steering angle change situation is recognized in step S120, the first steering angle θ1 is changed to the second steering angle θ2 in step S130. In the next step S140, it is determined whether or not the host vehicle 50 starts to travel. This determination is affirmed, for example, when there is no possibility of a rear-end vehicle 61 colliding with the intersection CS, and the progress of the host vehicle 50 can be started in accordance with changes in surrounding traffic conditions. Note that “the vehicle 50 starts to travel” means that the value of the vehicle speed in step S200 in FIG. 2 is exceeded. For example, when the host vehicle 50 is stopped in step S200, “starting progress” means that the vehicle speed is set to a non-zero value. Further, when the host vehicle is slowing down at a predetermined speed or less in step S200, “starting progress” means that the vehicle speed exceeds the slowing speed. Step S140 is repeated every predetermined time until the determination is affirmed.

  If the determination in step S140 is affirmed, in step S150, the automatic driving control unit 210 transmits an instruction to the driving unit control device 310 so as to apply driving force to the wheels of the host vehicle 50. Thereafter, in step S160, the automatic driving control unit 210 transmits an instruction to the steering angle control device 330 so as to return the second steering angle θ2 to the original first steering angle θ1. Thus, in 1st Embodiment, 2nd steering angle (theta) 2 is hold | maintained until a driving force is provided to the wheel of the own vehicle 50 in step S150. In this way, the steering angle is changed after the wheel starts to move, so that damage to the wheel can be suppressed, and power consumption of the steering angle control device 330 can also be suppressed. However, the execution order of step S150 and step S160 may be reversed. If it carries out like this, the own vehicle 50 can be made to drive | work along the path | route closer to the original driving planned path | route PR1 of automatic driving | operation.

  As described above, in the first embodiment, when the predetermined steering angle change situation including the condition 1 that the speed of the host vehicle 50 is equal to or less than the predetermined value is recognized by the situation recognition unit 220, the vehicle travels. Since the first steering angle θ1 along the planned route is changed to the second steering angle θ2, even when the host vehicle 50 is collided with another vehicle from behind while the host vehicle 50 is stopped or slowing down, it faces according to the first steering angle θ1. The possibility of being pushed into the lane can be reduced. As a result, it is possible to mitigate the effects of rear-end collisions.

B. Second embodiment:
As shown in FIG. 6, in the second embodiment, the detailed procedure for determining the steering angle change status in step S120 (FIG. 2) is different from that in the first embodiment (FIG. 3), but the steering angle change shown in FIG. The overall procedure of the processing is the same as in the first embodiment. That is, in the second embodiment, the entire steering angle changing process is executed according to the procedure of FIG. 2, and the determination at step S120 of FIG. 2 is executed according to the detailed procedure of FIG. Note that the same reference numerals as those in the first embodiment indicate the same configuration, and the preceding description is referred to. This also applies to other embodiments described later.

  6 differs from FIG. 3 in that step S300 is added between steps S220 and S230. In step S300, it is determined whether or not a predetermined rear collision condition is satisfied. When the rear collision condition is satisfied, the process proceeds to step S230, where the situation recognition unit 220 recognizes the steering angle change situation. On the other hand, if the rear collision condition is not satisfied, the process proceeds to step S240, and the steering angle change status is not recognized. An example of the determination procedure of the rear collision condition is shown in FIG.

  As shown in FIG. 7, in step S310, there is a condition that the vehicle speed of the rear vehicle 61 is equal to or greater than a predetermined threshold value, and the distance between the host vehicle 50 and the rear vehicle 61 is equal to or less than a predetermined value. It is determined whether or not it is established. The rear situation including whether or not the rear vehicle 61 exists and the vehicle speed and distance of the rear vehicle 61 is recognized by the rear recognition unit 226 according to the information provided from the rear detection device 420 (FIG. 1). If the determination in step S310 is affirmative, there is a possibility of a rear-end collision from the rear vehicle 61, so it is determined in step S320 that the rear collision condition is satisfied. On the other hand, if the determination in step S310 is negative, it is determined in step S330 that the rear collision condition is not satisfied.

  When the rear collision condition is satisfied, the process proceeds to step S230 of FIG. 6 and the situation recognition unit 220 recognizes the steering angle change situation. On the other hand, if the rear collision condition is not satisfied, the process proceeds to step S240 in FIG. 6 and the steering angle change status is not recognized. The subsequent processing procedure is the same as that after step S130 of FIG. 2 in the first embodiment.

  As described above, in the second embodiment, as the steering angle change situation, in addition to the establishment of the traveling condition condition related to the traveling condition of the host vehicle 50, the steering includes the establishment of the rear collision condition related to the condition of the rear vehicle. Since the angle change situation is employed, the first steering angle θ1 is changed to the second steering angle θ2 only when there is a possibility of a rear collision. As a result, since unnecessary steering angle change is not performed, it is possible to suppress the driver from feeling uneasy.

C. Third embodiment:
As shown in FIG. 8, in the eighth embodiment, the detailed procedure for determining the steering angle change status in step S120 (FIG. 2) is different from that in the first embodiment (FIG. 3) and the second embodiment (FIG. 6). The overall procedure of the steering angle changing process shown in FIG. 2 is the same as that of the first embodiment. The detailed procedure of the rear collision condition in step S300 is the same as that in FIG. 7 of the second embodiment. That is, in the third embodiment, the entire steering angle changing process is executed in the procedure of FIG. 2, and the determination in step S120 of FIG. 2 is executed in the detailed procedure of FIG. Further, the determination in step S300 in FIG. 8 is executed in the same detailed procedure in FIG. 7 as in the second embodiment.

  FIG. 8 differs from FIG. 6 in that step S400 is added between steps S300 and S230. In step S400, it is determined whether or not a predetermined forward collision condition is satisfied. When the forward collision condition is satisfied, the process proceeds to step S230, where the situation recognition unit 220 recognizes the steering angle change situation. On the other hand, if the forward collision condition is not satisfied, the process proceeds to step S240, and the steering angle change status is not recognized. An example of the determination procedure for the forward collision condition is shown in FIG.

  As shown in FIG. 9, in step S410, when it is assumed that the host vehicle 50 has undergone a rear-end collision with the first steering angle θ1, an area through which the host vehicle 50 that has jumped forward by the rear-end collision (hereinafter referred to as “jump-out”). Area FA)) is calculated.

As shown in FIG. 10, the pop-out area FA can be calculated as an area drawn by the vehicle width of the host vehicle 50 along a circle RC centered on the turning center CC when the host vehicle 50 receives a rear-end collision. The radius R of the turning circle RC can be calculated by the following equation, for example.
R = L / sin (θ1) (1)
Here, L is a wheel base of the host vehicle 50.
The width Wfa of the pop-out area FA is a width of an area drawn by the vehicle width of the host vehicle 50 along the radius R. The length Lfa of the pop-out area FA is the length of the curve followed by the center of the pop-out area FA, and is the distance until the host vehicle 50 advances and stops due to a rear-end collision.

  The radius R of the pop-out area FA takes into account the first steering angle θ1 and other parameters (for example, the vehicle speed and weight of the rear vehicle 61, the weight of the host vehicle 50) with reference to the value obtained by the above equation (1). Alternatively, it may be set to a value corrected experimentally and empirically. The same applies to the width Wfa of the pop-out area FA and the length Lfa of the pop-out area FA. Note that the length Lfa of the pop-out area FA is preferably set to increase as the vehicle speed of the rear vehicle 61 increases. The length Lfa of the pop-out area FA may be up to the position reaching the end of the sidewalk at the intersection CS.

  The radius R, width Wfa, and length Lfa of the pop-out area FA are input with one or more parameters such as the vehicle speed and weight of the rear vehicle 61 and the weight of the host vehicle 50 and the first steering angle θ1, and the pop-out area FA. Alternatively, a map or a lookup table that outputs the radius R, the width Wfa, and the length Lfa may be created in advance and stored in a nonvolatile memory (not shown). Various parameters used for calculating the pop-out area FA can be acquired using the function of the support information acquisition unit 400. For example, the vehicle speed and weight of the rear vehicle 61 can be directly acquired from the rear vehicle 61 by inter-vehicle communication.

  In step S420 in FIG. 9, it is determined whether or not the host vehicle 50 may collide with another object in the pop-out area FA. If there is a possibility of a collision, it is determined in step S430 that the forward collision condition is satisfied. On the other hand, if there is no possibility of collision, it is determined in step S440 that the forward collision condition is not satisfied. An example of a situation of a forward collision is shown in FIG.

As shown in FIG. 11, consider a state in which another vehicle (referred to as “front vehicle 62”) is approaching the intersection CS from the front while the host vehicle 50 is temporarily stopped. In FIG.
X1 is the distance from the rear vehicle 61 to the host vehicle 50 at the current time (T = 0),
V1 is the vehicle speed of the rear vehicle 61,
X2 is the distance from the preceding vehicle 62 to the outer edge of the pop-up area FA at the current time (T = 0),
V2 is the vehicle speed of the forward vehicle 62,
X3 is an estimated movement distance of the host vehicle 50 from the collision to the collision with the forward vehicle 62.

At this time, for example, when the following expression (2) is established, the determination in step S420 is affirmed.
-Α <T2- (T1 + T3) <β (2)
here,
α and β are predetermined time margins,
T1 is the time until the rear-end collision by the rear vehicle 61 (T1 = X1 / V1),
T2 is the time until the forward vehicle 62 jumps out and reaches the area FA (T2 = X2 / V2),
T3 is an estimated time (T3 = X3 / (k × V2)) from when the host vehicle 50 collides to the front vehicle 62.
The coefficient k used for calculating the time T3 is a coefficient less than 1. The coefficient k may be determined according to one or more parameters of the weight of the host vehicle 50 and the vehicle speed and weight of the rear vehicle 61, or may be set to a predetermined constant value. May be.

  FIG. 12 shows the meaning of the equation (2). Here, a rear-end collision occurs in the host vehicle 50 at a time T1 after the elapse of time T1 from the current time (T = 0), and a point PP in the pop-out area FA (FIG. 11) at a time (T1 + T3) after the elapse of time T3. ) Is estimated to be reached by the host vehicle 50. This point PP is, for example, an intersection position between a turning circle RC passing through the center of the pop-out area FA and a straight path of the forward vehicle 62. On the other hand, the forward vehicle 62 is estimated to reach the pop-out area FA at time T2 after the time T2 has elapsed from the current time (T = 0). At this time, when the difference between the time (T1 + T3) when the host vehicle 50 reaches the point PP and the time T2 when the front vehicle 62 jumps out and reaches the area FA is within a predetermined range, the host vehicle 50 and the front vehicle 62 There is a high possibility of a collision. The above-described equation (2) shows such a relationship with a high possibility of collision. Α is a time margin for the forward vehicle 62 to pass through the area FA before the own vehicle 50, and β is the vehicle 50 before the front vehicle 62 arrives at the area FA. This is a time margin for passing through the area FA. The time margins α and β are both positive values, and can be set, for example, in the range of 2 to 3 seconds or in the range of 5 to 10 seconds. When it is desired to estimate the possibility of a forward collision on the safe side, the time margins α and β are set to large values (for example, a range of 5 to 10 seconds).

  In the determination of FIG. 11, when other objects (such as the forward vehicle 62 or a person) that may collide with the host vehicle 50 are stopped in the pop-out area FA, the speed V2 is zero. . In this case, the determination of the above equation (2) can be executed with the time T2 set to zero. At this time, it may be determined that the forward collision condition is satisfied only when another object exists in the pop-out area FA.

  The various parameters used in step S420 are acquired by the support information acquisition unit 400 as necessary. As “other objects” considered in step S420, vehicles, pedestrians, road equipment (traffic lights, road signs), and the like are considered. In addition, when the object with a collision possibility is a pedestrian or a vehicle, since it is more necessary to avoid the collision, only the pedestrian or the vehicle may be considered as “another object” in step S420. .

  Returning to FIG. 9, if the determination in step S420 is affirmative, there is a possibility of collision with a front object, and therefore it is determined in step S430 that the front collision condition is satisfied. On the other hand, if the determination in step S420 is negative, it is determined in step S440 that the forward collision condition is not satisfied.

  When the forward collision condition is satisfied, the process proceeds to step S230 in FIG. 8 and the situation recognition unit 220 recognizes the steering angle change situation. On the other hand, if the forward collision condition is not satisfied, the process proceeds to step S240 in FIG. 6 and the steering angle change status is not recognized. The subsequent processing procedure is the same as that after step S130 of FIG. 2 in the first embodiment.

  In the procedure of FIG. 8, step S300 may be omitted, and it may be determined immediately after step S220 whether the forward collision condition in step S400 is satisfied. In this case, in the calculations and predictions described with reference to FIGS. 10 to 12, it is possible to use preset default values for parameters (speed, weight, distance) related to the rear vehicle 61. Moreover, in the procedure of FIG. 8, the execution order of step S300 and step S400 may be changed, and step S400 may be executed before step S300. However, as shown in FIG. 8, if step S400 is executed after step S300, the parameters (vehicle speed, etc.) relating to the rear vehicle 61 can be used for the determination in step S400, so that the pop-out area FA is calculated with higher accuracy. There is an advantage that you can.

  As described above, in the third embodiment, as the steering angle change situation, in addition to satisfying the traveling condition condition regarding the traveling condition of the host vehicle 50, the rear collision condition regarding the rear vehicle is satisfied, and the front object Since the steering angle change situation including that the forward collision condition is satisfied is adopted, the first steering angle θ1 is changed to the second steering angle θ2 only when there is a possibility of a forward collision due to the rear collision. To do. As a result, the possibility of performing an unnecessary change in the steering angle is lower than in the second embodiment, and it is possible to further suppress the driver from feeling uneasy.

D. Fourth embodiment:
As shown in FIG. 13, the fourth embodiment is obtained by changing the detailed procedure of the rear collision condition shown in FIG. 7 of the second embodiment. In the fourth embodiment, the determination procedure of the rear collision condition is different from the procedure of the second embodiment (FIG. 7), but the processing procedure of the steering angle changing process described in FIG. 6 is the same as that of the second embodiment. That is, in the fourth embodiment, the entire steering angle changing process is executed in the procedure of FIG. 2, the determination in step S120 in FIG. 2 is executed in the detailed procedure in FIG. 6, and the determination in step S300 in FIG. The detailed procedure is executed. In the fourth embodiment, as the detailed procedure of step S120 of FIG. 2, the procedure of the third embodiment described in FIG. 8 may be used instead of the procedure of the second embodiment described in FIG. .

  FIG. 13 differs from FIG. 7 in that steps S311 to S315 are added between steps S310 and S320. In step S310, whether or not the condition that the vehicle speed of the rear vehicle 61 is equal to or greater than a predetermined threshold and the distance between the host vehicle 50 and the rear vehicle 61 is equal to or smaller than a first predetermined value is satisfied. Is judged. This step S310 is obtained by changing the “predetermined value” in step S310 described in FIG. 7 to a “first predetermined value”, and is substantially the same as step S310 in FIG. If the determination in step S310 is negative, it is determined in step S330 that the rear collision condition is not satisfied. At this time, the process proceeds to step S240 in FIG. 6, the steering angle change state is not recognized, and the process in FIG. 2 is also terminated. On the other hand, if the determination in step S310 is affirmative, the process proceeds to step S311.

  In step S <b> 311, the automatic driving control unit 210 causes the driver warning unit 500 to warn the driver that the rear vehicle 61 is approaching the host vehicle 50. This warning can be performed, for example, by generating a warning sound or displaying a warning image. At this time, other information such as that the vehicle speed of the rear vehicle 61 is equal to or higher than a predetermined vehicle speed and the estimated time until the rear-end collision may be warned.

  In step S312, the automatic operation control unit 210 causes the driver state detection unit 510 to determine the state of the driver (driver). Specifically, for example, the face of the driver is photographed using an in-vehicle camera (not shown), and the positions of the eyes, nose, and mouth of the driver are specified by analyzing the photographing screen. Next, the focus direction of the driver is specified based on the positions of the driver's eyes, nose, and mouth. Here, “the focus direction of the driver” means a direction in which the driver is paying attention. In order to specify the focus direction, the driver may be identified using face recognition, and the focus direction may be determined using a preset value unique to the driver. The driver state detection unit 510 can determine the driver's attention level (whether it is distraction) using the driver's focus direction. Further, the driver state detection unit 510 may use the blink rate (frequency of opening / closing the eyes) and the movement of the head for determination of the attention depth.

  In step S313, whether or not the condition that the vehicle speed of the rear vehicle 61 is equal to or greater than a predetermined threshold and the distance between the host vehicle 50 and the rear vehicle 61 is equal to or smaller than a second predetermined value is satisfied. Is judged. The second predetermined value of the distance used in step S313 is a value smaller than the first predetermined value used in step S311. Note that the vehicle speed threshold can be the same value as in step S311, but a value different from that in step S311 may be used. If the determination in step S313 is negative, it is determined in step S330 that the rear collision condition is not satisfied. At this time, the process proceeds to step S240 in FIG. 6, the steering angle change state is not recognized, and the process in FIG. 2 is also terminated. On the other hand, if the determination in step S313 is affirmed, there is a possibility of a rear-end vehicle 61 colliding, and the process proceeds to step S314.

  Note that step S313 may be omitted, and step S314 may be executed immediately after step S312. Further, the execution order of step S312 and step S313 may be reversed. However, if step S313 is executed after step S312, it is possible to respond more quickly in preparation for a rear-end collision by the rear vehicle 61. On the other hand, if step S313 is executed before step S312, the processing ends without determining the driver state when the determination in step S313 is denied, so the calculation load on the automatic operation ECU 200 can be reduced. .

  In step S314, whether or not the driver state detected by the driver state detection unit 510 is a state in which the driver can cope with the rear-end collision, specifically, in preparation for a collision with the host vehicle 50 by the rear vehicle 61. It is determined whether or not the driver can perform the operation. This determination can be made comprehensively based on various parameters (the driver's focus direction and attention depth) representing the driver state detected in step S312. If it is determined that the driver is not in a state capable of handling a rear-end collision, it is determined in step S320 that the rear collision condition is satisfied. On the other hand, if it is determined that the driver is ready for the rear-end collision, the process proceeds to step S315.

  In step S315, the automatic driving control unit 210 delegates at least a part of the control functions including the steering angle control function among the control functions of the automatic driving to the driver. There are three main control functions for automatic driving: a drive control function, a brake control function, and a steering angle control function. That is, the “automatic operation control function” is a function for transmitting a command value to each control device 310, 320, 330 (FIG. 1) to perform a control operation. It is considered that steering angle control for changing the direction of the front wheels is important in order to reduce the damage caused by the rear-end collision by the driver's operation when there is a possibility of rear-end collision. Therefore, in step S315, it is preferable to delegate at least the steering angle control function to the driver among the control functions for automatic driving. In step S315, in addition to the steering angle control function, one or both of the drive unit control function and the brake control function may be delegated to the driver. If the control function is delegated, the process proceeds to step S330, and it is determined that the rear collision condition is not satisfied.

  When the rear collision condition is satisfied, the process proceeds to step S230 of FIG. 6 and the situation recognition unit 220 recognizes the steering angle change situation. On the other hand, if the rear collision condition is not satisfied, the process proceeds to step S240 in FIG. 6 and the steering angle change status is not recognized. The subsequent processing procedure is the same as that after step S130 of FIG. 2 in the first embodiment.

  As described above, in the fourth embodiment, in the automatic driving control unit 210, the driver performs an operation in which the driver state detected by the driver state detection unit 510 prepares for a collision with the host vehicle 50 by the rear vehicle 61. When it is possible to determine whether or not the rear collision condition is not satisfied. Further, at least a part of the control functions including the steering angle control function among the control functions of the automatic driving is transferred to the driver. Therefore, when the driver can cope with the rear-end collision, the damage caused by the rear-end collision can be reduced by operating the driver.

E. Fifth embodiment:
As shown in FIG. 14, in the fifth embodiment, it is assumed that the host vehicle 50 that has traveled in the first lane DL1 enters the second lane DL2 that merges with the first lane DL1. Here, the current position of the host vehicle 50 is a position before the merge of the first lane DL1 and the second lane DL2, and the host vehicle 50 is temporarily stopped or slowing down. There is a possibility that the rear vehicle 61 approaches the rear of the host vehicle 50. In the second lane DL2, another vehicle 63 is traveling toward the junction. For example, the traveling situation of the other vehicle 63 is acquired by using the intelligent transportation system 70 or inter-vehicle communication and acquiring information related to the other vehicle 63, and the situation recognition unit 220 recognizes the information using this information. Is possible. Under such circumstances, when the host vehicle 50 collides with the rear vehicle 61, there is a possibility of colliding with another vehicle 63 traveling in the second lane DL2. The determination procedure of the steering angle change situation shown in FIG. 15 is executed to reduce the influence of the collision in such a situation.

  As shown in FIG. 15, in the fifth embodiment, the detailed procedure for determining the steering angle change status in step S120 (FIG. 2) is different from that in the first embodiment (FIG. 3), but the steering angle change shown in FIG. The overall procedure of the processing is the same as in the first embodiment. That is, in the fifth embodiment, the entire steering angle changing process is executed in the procedure of FIG. 2, and the determination in step S120 of FIG. 2 is executed in the detailed procedure of FIG.

  15 differs from FIG. 3 in that steps S210 and S220 in FIG. 3 are omitted, and steps S215, S300, and S500 are added between steps S200 and S230. In step S215, it is determined whether or not the host vehicle 50 is in a position before the merging of the first lane DL1 and the second lane DL2. This determination is made based on, for example, whether or not the current position of the host vehicle 50 is within a predetermined range from the merging point of the lane. If the determination in step S215 is negative, the process proceeds to step S240, and the steering angle change status is not recognized. On the other hand, if the determination in step S215 is affirmed, it is determined in step S300 whether or not a rear collision condition is satisfied. This step S300 is executed according to the procedure of FIG. 7 described in the second embodiment or the procedure of FIG. 13 described in the fourth embodiment. If the rear collision condition is not satisfied, the process proceeds to step S240, and the steering angle change status is not recognized. On the other hand, if the rear collision condition is satisfied, it is determined in step S500 whether a predetermined merging collision condition is satisfied.

  The determination of the merging collision condition in step S500 is, for example, when assuming that the host vehicle 50 has undergone a rear-end collision in the state of the first steering angle θ1, an area through which the own vehicle 50 that has jumped forward by the rear-end collision passes is defined as a jump-out area. It is determined by calculating and determining whether or not the own vehicle 50 may collide with another vehicle 63 traveling in the second lane DL2 within the pop-out area. Since this determination can be made according to the method described in the third embodiment with reference to FIGS. 10 to 12, detailed description thereof is omitted here.

  When the merging collision condition is satisfied, the process proceeds to step S230, where the situation recognition unit 220 recognizes the steering angle change situation. On the other hand, if the merging collision condition is not satisfied, the process proceeds to step S240, and the steering angle change status is not recognized. In the procedure of FIG. 15, step S300 may be omitted, and it may be determined immediately after step S215 whether or not the merging collision condition in step S500 is satisfied.

  Note that, in the fifth embodiment, the second steering angle θ2 employed when the steering angle change situation is recognized is, as illustrated in FIG. 14, the host vehicle 50 being the second steering angle θ2 than the first steering angle θ1. It is preferably set so as to travel in a direction away from the lane DL2. In this way, the possibility of collision at the time of merging can be further reduced.

  As described above, in the fifth embodiment, when the current position of the host vehicle 50 is a position before the merge of the first lane DL1 and the second lane DL2, the host vehicle 50 receives a rear-end collision and receives another vehicle 63. When the merging collision condition indicating that there is a possibility of collision with the vehicle is satisfied, the steering angle of the host vehicle 50 is changed from the first steering angle θ1 along the planned travel route to the second steering angle θ2. Therefore, even when the host vehicle 50 is collided when it is temporarily stopped or slowing down at a position before the merging of the first lane DL1 and the second lane DL2, it changes to the second lane DL2 according to the first steering angle θ1. The possibility of being pushed out can be reduced. As a result, it is possible to mitigate the effects of rear-end collisions.

F. Sixth embodiment:
As shown in FIG. 16, in the sixth embodiment, the host vehicle 50 that has traveled in the first lane DL1 moves to a space (referred to as a “non-lane space”) that is not a road (lane) for travel of the vehicle. Assume a state to do. In this example, the non-lane space is the sidewalk PL in front of the store ST. As the non-lane space, various spaces such as a parking lot can be assumed in addition to the sidewalk. The current position of the host vehicle 50 is a position before moving from the first lane DL1 to the sidewalk PL as a non-lane space, and the host vehicle 50 is temporarily stopped or slowing down. There is a possibility that the rear vehicle 61 approaches the rear of the host vehicle 50. Further, there is a possibility that another object 64 such as a person or a bicycle exists on the sidewalk PL. The object 64 can travel on a route along which the host vehicle 50 moves from the first lane DL1 to the sidewalk PL as a non-lane space. Such a situation of the other object 64 can be detected using, for example, the front detection device 410, and can be recognized by the front recognition unit 224 using the detection result. Under such circumstances, when the host vehicle 50 is collided with the rear vehicle 61, there is a possibility of colliding with another object 64 on the sidewalk PL. The determination procedure of the steering angle change situation shown in FIG. 17 is executed in order to reduce the influence of the collision in such a situation.

  The determination procedure of the steering angle change situation in the sixth embodiment shown in FIG. 17 corresponds to the procedure in which steps S215 and S500 in the fifth embodiment shown in FIG. 15 are replaced with steps S216 and S600, respectively. The overall procedure of the steering angle changing process shown in FIG. 2 is the same as that of the first embodiment. That is, in the sixth embodiment, the entire steering angle changing process is executed according to the procedure of FIG. 2, and the determination at step S120 of FIG. 2 is executed according to the detailed procedure of FIG.

  In step S216, it is determined whether or not the current position of the host vehicle 50 is a position before moving to the non-lane space. If the determination in step S216 is negative, the process proceeds to step S240, and the steering angle change status is not recognized. On the other hand, if the determination in step S216 is affirmed, it is determined in step S300 whether or not a rear collision condition is satisfied. This step S300 is executed according to the procedure of FIG. 7 described in the second embodiment or the procedure of FIG. 13 described in the fourth embodiment. If the rear collision condition is not satisfied, the process proceeds to step S240, and the steering angle change status is not recognized. On the other hand, if the rear collision condition is satisfied, it is determined in step S600 whether or not a predetermined collision condition is satisfied.

  The determination of the collision condition in step S600 is, for example, when assuming that the host vehicle 50 has undergone a rear-end collision in the state of the first steering angle θ1, the area through which the own vehicle 50 that has jumped forward by the rear-end collision passes is calculated as the jump-out area. Then, it is determined by determining whether or not the own vehicle 50 may collide with another object 64 in the pop-out area. Since this determination can be made according to the method described in the third embodiment with reference to FIGS. 10 to 12, detailed description thereof is omitted here.

  If the collision condition is satisfied, the process proceeds to step S230, where the situation recognition unit 220 recognizes the steering angle change situation. On the other hand, if the collision condition is not satisfied, the process proceeds to step S240, and the steering angle change status is not recognized. In the procedure of FIG. 17, step S300 may be omitted, and it may be determined immediately after step S216 whether or not the collision condition in step S600 is satisfied.

  In the sixth embodiment, the second steering angle θ2 employed when the steering angle change situation is recognized is such that the direction of the front wheel indicated by the second steering angle θ2 is the first as shown in FIG. It is preferable that the first lane DL1 is set to be closer to the lane straight direction DRs than the direction indicated by the one steering angle θ1. In this way, the possibility of a collision with another object 64 can be further reduced.

  As described above, in the sixth embodiment, the current position of the host vehicle 50 is a position before moving from the lane for traveling of the vehicle to the non-lane space, and the host vehicle 50 receives a rear-end collision and the like. Is changed from the first steering angle θ1 along the scheduled travel route to the second steering angle θ2. Therefore, even when the host vehicle 50 is collided when it is temporarily stopped or slowing down at a position before moving to the non-lane space, the host vehicle 50 jumps out according to the first steering angle θ1, and thus other objects The possibility of colliding with 64 can be reduced. As a result, it is possible to mitigate the effects of rear-end collisions.

G. Modifications The present invention is not limited to the above-described embodiment and its modifications, and can be implemented in various modes without departing from the gist thereof. For example, the following modifications are possible. is there.

(1) In the first to fourth embodiments, the rear vehicle 61 is a vehicle that travels in the same lane as the host vehicle 50, but the rear vehicle 61 may be a vehicle that travels in the adjacent lane. 18 to 20 show examples in which the rear vehicle 61 traveling in the lane DLb adjacent to the lane DLa of the host vehicle 50 collides with the host vehicle 50. FIG. 18 is an example in which the rear vehicle 61 that travels straight in the adjacent lane DLb runs out of the lane DLb and collides with the host vehicle 50. FIG. 19 is an example in which the rear vehicle 61 traveling straight on the adjacent lane DLb collides with the own vehicle 50 when the own vehicle 50 is temporarily stopped in a state of protruding from the lane DLa. In FIG. 20, when the own vehicle 50 turns slightly and stops with the left rear portion protruding into the adjacent lane DLb, the rear vehicle 61 traveling straight on the adjacent lane DLb collides with the own vehicle 50. This is an example. Also in these cases, by setting the steering angle of the host vehicle 50 from the first steering angle θ1 along the planned travel route PR1 to the second steering angle θ2 different from this, the host vehicle 50 moves to the opposite lane side. Extrusion can be suppressed.

  In addition, as shown in the example of FIG.18 and FIG.19, the own vehicle 50 in the intersection CS may not lean. The host vehicle 50 may still be in a state before the steering wheel is turned. In this case, the first steering angle θ1 is a steering angle along the straight direction of the lane DLa and is in a neutral state. Even in such a case, in preparation for pushing out to the opposite lane due to a partial collision of the rear vehicle 61 traveling in the adjacent lane DLb, the direction of the wheel is opposite to the direction indicated by the first steering angle θ1 across the neutral direction. If the second steering angle θ2 is set so as to be in the direction of, it is possible to suppress the extrusion to the oncoming lane.

(2) In the above embodiments, the vehicle in which the front wheels are steered has been described, but the present invention can also be applied to a vehicle in which the rear wheels are steered.

(3) Part of the steps described in the above embodiments can be omitted as appropriate, or the execution order can be changed. Moreover, it is possible to combine each embodiment arbitrarily. For example, any one of the processes at the intersection described in the first to fourth embodiments, the process at the junction described in the fifth embodiment, and the process when entering the non-lane space described in the sixth embodiment Any two or more of the processes may be realized by the same automatic driving control system.

  DESCRIPTION OF SYMBOLS 50 ... Own vehicle, 52 ... Front wheel, 60 ... Other vehicle, 61 ... Rear vehicle, 62 ... Front vehicle, 63 ... Other vehicle, 64 ... Object, 70 ... Intelligent transportation system, 100 ... Automatic driving control system, 200 ... Automatic Driving ECU 210 ... Automatic driving control unit 220 ... Situation recognition unit 222 ... Running state recognition unit 224 ... Front recognition unit 226 ... Back recognition unit 300 ... Vehicle control unit 310 ... Drive unit control device 320 ... Brake control device, 330 ... steering angle control device (steering angle control unit), 340 ... general sensors, 342 ... vehicle speed sensor, 344 ... steering angle sensor, 400 ... support information acquisition unit, 410 ... front detection device, 420 ... rear Detection device, 430 ... GPS device, 440 ... navigation device, 450 ... wireless communication device, 500 ... driver warning unit, 510 ... driver state detection unit, 520 ... warning device

Claims (10)

An automatic driving control system (100) for executing automatic driving for causing the host vehicle (50) to travel along a planned travel route,
A steering angle controller (330) for controlling the steering angle of the wheel (52) of the host vehicle;
A situation recognition unit (220) capable of recognizing the situation of the host vehicle in the planned travel route;
An automatic driving control unit (210) for instructing a steering angle to the steering angle control unit and controlling the automatic driving;
With
The automatic driving control unit has recognized a predetermined steering angle change situation including a condition that the speed of the host vehicle is equal to or lower than a predetermined value during the automatic driving. In this case, the steering angle instructed to the steering angle control unit is changed from the first steering angle (θ1) along the planned travel route to a second steering angle (θ2) different from the first steering angle. Automatic operation control system. In the automatic driving control system according to claim 1,
The automatic driving control system, wherein the steering angle change status further includes a condition that the current position of the host vehicle is within a predetermined range from the center of an intersection. In the automatic operation control system according to claim 2,
The first steering angle is an angle that directs the direction of the wheel of the host vehicle in a direction different from a lane straight direction at the intersection,
The automatic steering control system, wherein the second steering angle is an angle for changing the direction of the wheel to a direction closer to the straight lane direction than the first steering angle. In the automatic operation control system according to claim 3,
The second steering angle is an angle in which the direction of the wheel is a neutral direction parallel to the front-rear direction of the host vehicle, or a direction opposite to the direction indicated by the first steering angle across the neutral direction. An automatic driving control system that is at an angle. In the automatic driving control system according to any one of claims 1 to 4,
The situation recognition unit can further recognize the proximity situation of a rear vehicle (61) traveling behind the host vehicle,
The steering angle change status further includes:
An automatic driving control system comprising: a proximity situation of the rear vehicle satisfying a predetermined rear collision condition. In the automatic operation control system according to claim 5,
The situation recognition unit can further recognize a front object (62) in front of the host vehicle,
The steering angle change status further includes:
An automatic driving control system including satisfying a front collision condition indicating that the host vehicle may collide with the front object due to a rear-end collision of the rear vehicle. The automatic operation control system according to claim 5 or 6, further comprising:
A driver state detection unit (510) for detecting the state of the driver of the host vehicle;
When the state of the driver detected by the driver state detection unit is a state in which the driver can perform an operation in preparation for a collision with the host vehicle by the rear vehicle, the situation recognition unit Automatic driving control in which it is determined that the rear collision condition is not satisfied, and the automatic driving control unit delegates at least a part of the control function including a steering angle control function among the control functions of the automatic driving to the driver system. In the automatic driving control system according to claim 1,
When there is a second lane (DL2) that merges with the first lane (DL1) where the host vehicle is located, and the current position of the host vehicle is a position before the merging of the first lane and the second lane In addition,
The situation recognition unit can further recognize the running situation of another vehicle (63) traveling in the second lane,
The steering angle change status further includes:
An automatic driving control system including satisfying a merging collision condition indicating that the host vehicle may undergo a rear-end collision and collide with the other vehicle. In the automatic driving control system according to claim 1,
When the current position of the host vehicle is a position before moving from the lane for driving the vehicle to a non-lane space,
The situation recognizing unit can further recognize another object (64) that can travel on a route along which the host vehicle moves from the lane to the non-lane space,
The steering angle change status further includes:
An automatic driving control system including satisfying a collision condition indicating that the host vehicle may undergo a rear-end collision and may collide with the other object. In the automatic operation control system according to any one of claims 1 to 9,
When the automatic driving control unit causes the steering angle control unit to change from the first steering angle to the second steering angle while the host vehicle is stopped, when the host vehicle starts to travel. An automatic driving control system that causes the steering angle control unit to hold the second steering angle until a driving force is applied to the wheels of the host vehicle.

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