JP2018203108A - Vehicle control device - Google Patents

Abstract

To provide a vehicle control device that can inhibit a vehicle from deviating from a travelling lane when avoiding an obstacle even if the device cannot detect a border line of the lane.SOLUTION: A vehicle control device (ECU) 10 is configured to arrange a speed distribution region 40 for specifying a distribution of allowable upper limit values Vof a relative speed of a vehicle 1 to an obstacle 3, between the obstacle 3 and the vehicle 1, and to execute travelling route correction processing (S15) for correcting a target travelling route R to calculate a corrected target travelling route Rc, to prevent the relative speed of the vehicle 1 from exceeding the allowable upper-limit values Vand allow the vehicle 1 to avoid the obstacle 3, if a vehicle 3 is travelling on a lane 7. The travelling route correction processing includes approach processing (S27) for calculating corrected target travelling routes (approach target travelling routes Rc1_a-Rc3_a) so that the vehicle approaches the obstacle 3 in a lateral direction when border lines (8L and 8R) of the lane 7 are not detected (S24:No).SELECTED DRAWING: Figure 5

Description

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

  Various vehicle driving support technologies relating to lane departure prevention have been proposed. Japanese Patent Application Laid-Open No. 2004-151867 describes a technique for setting a virtual lane line and executing driving support such as prevention of lane departure when one lane line of a lane cannot be detected.

JP 2014-142965 A

  However, for example, if the period during which the lane marking cannot be detected becomes longer, the reliability of the virtual lane marking becomes lower. For this reason, when an obstacle (for example, a parked vehicle) on the traveling lane is avoided, there is a problem that the vehicle may exceed the actual lane line and depart from the lane.

  The present invention has been made to solve such a problem, and even when a boundary line of a traveling lane cannot be detected, deviation of the lane can be suppressed when avoiding an obstacle. An object is to provide a vehicle control device.

  In order to achieve the above object, the present invention provides a vehicle control device for setting a target travel route of a lane in which a vehicle travels, the target travel route including a target position and a target speed, and an obstacle on the lane. Is set between the obstacle and the vehicle, a speed distribution region that defines the distribution of the allowable upper limit value of the relative speed of the vehicle with respect to the obstacle, the relative speed of the vehicle does not exceed the allowable upper limit value, and The vehicle is configured to execute a travel route correction process for correcting the target travel route and calculating a corrected target travel route so that the vehicle avoids an obstacle. Compared with the case where the boundary line is detected when not detected, it includes an approach process for calculating the corrected target travel route so as to approach the obstacle in the lateral direction.

  According to the present invention configured as described above, when the boundary line of the lane is not detected, the corrected target travel route is calculated so as to be closer to the obstacle than when the boundary line is detected. . Thereby, even if it is a case where the boundary line of a lane is not detected, a possibility that a vehicle may deviate from a lane can be reduced, avoiding an obstruction.

In the present invention, it is preferable that the travel route correction process has a smaller avoidance distance in the lateral direction with respect to the target travel route when the boundary line of the lane is not detected than when the boundary line is detected. It further includes a restriction process for calculating the restricted corrected target travel route, and either the approach process or the restriction process is executed according to a predetermined condition.
According to the present invention configured as described above, the corrected target travel route can be calculated by either the approach process or the restriction process according to a predetermined condition.

In the present invention, preferably, the predetermined condition is the type of the obstacle, and when the obstacle is a stationary object, the approach process is executed.
According to the present invention configured as described above, in the case of a stationary object (for example, a stopped vehicle, a utility pole, etc.), the possibility of a collision is extremely low even when approaching an obstacle. Therefore, in this case, the corrected target travel route can be calculated so as to be closer to the obstacle by executing the approach process.

In the present invention, preferably, the predetermined condition is a vehicle speed of the vehicle. When the vehicle speed is equal to or lower than the predetermined vehicle speed, the approach process is executed.
According to the present invention configured as above, the vehicle speed is decelerated based on the speed distribution region when the vehicle approaches the obstacle, but the deceleration width is small when the vehicle speed is a low speed equal to or lower than the predetermined vehicle speed. Therefore, in this case, the risk of lane departure can be reduced without causing the driver to feel uncomfortable.

In the present invention, preferably, the predetermined condition is the magnitude of the gripping force with respect to the steering wheel of the vehicle, and the approaching process is executed when the gripping force is equal to or less than a predetermined value.
According to the present invention configured as described above, when the driver does not hold the steering wheel, the lane departure avoidance operation by the driver's own steering is not expected. Therefore, in this case, the possibility of lane departure can be suppressed by calculating the corrected target travel route that approaches the obstacle by the approach process.

  ADVANTAGE OF THE INVENTION According to this invention, even when it is a case where the boundary line of a driving lane cannot be detected, the vehicle control apparatus which can suppress the deviation of a lane when avoiding an obstacle can be provided.

It is a lineblock diagram of the vehicle control system in the embodiment of the present invention. It is explanatory drawing which shows the relationship between the driving assistance mode and target driving | running route in embodiment of this invention. It is explanatory drawing of the obstacle avoidance control in embodiment of this invention. It is explanatory drawing which shows the relationship between the allowable upper limit of the passing speed between the obstruction and the vehicle in the obstruction avoidance control of embodiment of this invention, and clearance. It is explanatory drawing of the correction | amendment target driving | running route after the approach process at the time of the straight line priority mode selection in embodiment of this invention. It is explanatory drawing of the correction | amendment target driving | running route after the approach process at the time of intermediate mode selection in embodiment of this invention. It is explanatory drawing of the correction | amendment target driving | running route after the approach process at the time of speed priority mode selection in embodiment of this invention. It is a processing flow of the driving assistance control in the embodiment of the present invention. It is a processing flow of the travel route correction process in the embodiment of the present invention. It is explanatory drawing of the correction | amendment target driving | running route after the restriction | limiting process at the time of the straight line priority mode selection in the modification of this invention. It is explanatory drawing of the correction | amendment target travel route after the restriction | limiting process at the time of intermediate mode selection in the modification of this invention. It is explanatory drawing of the correction | amendment target driving | running route after the restriction | limiting process at the time of speed priority mode selection in the modification of this invention. It is a processing flow of the travel route correction process in the modification of this invention.

  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.

  The vehicle control system 100 of the present embodiment is configured to provide different driving support controls to the vehicle 1 (see FIG. 3 and the like) by a plurality of driving support modes. The driver can select a desired driving support mode from a plurality of driving support modes.

  As shown in FIG. 1, a vehicle control system 100 is mounted on a vehicle 1, and includes a vehicle control device (ECU) 10, a plurality of sensors and switches, a plurality of control systems, and user input for a driving support mode. A driver operation unit 35 is provided. The plurality of sensors and switches include an in-vehicle camera 21, a millimeter wave radar 22, a plurality of behavior sensors (vehicle speed sensor 23, acceleration sensor 24, yaw rate sensor 25) for detecting the behavior of the vehicle, and a plurality of behavior switches (steering angle sensor 26). , Accelerator sensor 27, brake sensor 28, grip sensor 34), positioning system 29, and navigation system 30 are included. The plurality of control systems include an engine control system 31, a brake control system 32, and a steering control system 33.

  The driver operation unit 35 is provided in the passenger compartment of the vehicle 1 so that the driver can operate, and is selected with a mode selection switch 36 for selecting a desired driving support mode from a plurality of driving support modes. A set vehicle speed input unit 37 for inputting a set vehicle speed according to the driving support mode, and an avoidance mode selection switch 38 for selecting an avoidance mode for an obstacle. When the driver operates the mode selection switch 36, a driving support mode selection signal corresponding to the selected driving support mode is output. Further, when the driver operates the set vehicle speed input unit 37, a set vehicle speed signal is output. Further, by operating the avoidance mode selection switch 38, an avoidance mode selection signal is output.

  The ECU 10 includes a computer having a CPU, a memory for storing various programs, an input / output device, and the like. The ECU 10 is based on the driving support mode selection signal, the set vehicle speed signal, the avoidance mode selection signal received from the driver operation unit 35, and the signals received from the plurality of sensors and switches, the engine control system 31, the brake control system 32, The steering control system 33 is configured to be able to output request signals for appropriately operating the engine system, the brake system, and the steering system, respectively.

  The in-vehicle camera 21 images the surroundings of the vehicle 1 and outputs the captured image data. The ECU 10 identifies an object (for example, vehicle, pedestrian, road, lane marking (white line, yellow line), traffic signal, traffic sign, stop line, intersection, obstacle, etc.) based on the image data. In addition, ECU10 may acquire the information of a target object from the exterior via a vehicle-mounted communication apparatus by traffic infrastructure, vehicle-to-vehicle communication, etc.

  The millimeter wave radar 22 is a measuring device that measures the position and speed of an object (particularly, a preceding vehicle, a parked vehicle, a pedestrian, an obstacle, etc.), and transmits radio waves (transmitted waves) toward the front of the vehicle 1. Then, the reflected wave generated by reflecting the transmission wave by the object is received. 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 detects the absolute speed of the vehicle 1.
The acceleration sensor 24 detects the acceleration (vertical acceleration / deceleration in the front-rear direction, lateral acceleration in the horizontal direction) of the vehicle 1.
The yaw rate sensor 25 detects the yaw rate of the vehicle 1.
The steering angle sensor 26 detects the rotation angle (steering angle) of the steering wheel of the vehicle 1.
The accelerator sensor 27 detects the amount of depression of the accelerator pedal.
The brake sensor 28 detects the amount of depression of the brake pedal.
The grip sensor 34 detects the grip force of the steering wheel by the driver.

The positioning system 29 is a GPS system and / or a gyro system, and detects the position of the vehicle 1 (current vehicle position information).
The navigation system 30 stores map information therein and can provide the map information to the ECU 10. The ECU 10 specifies roads, intersections, traffic signals, buildings, etc. existing around the vehicle 1 (particularly in the forward direction) based on the map information and the current vehicle position 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, the driving support mode provided in the vehicle control system 100 according to the present embodiment will be described. In the present embodiment, four modes (preceding vehicle follow-up mode, automatic speed control mode, speed limit mode, and basic control mode) are provided as driving support modes.

  The preceding vehicle follow-up mode is basically a mode in which the vehicle 1 follows the preceding vehicle while maintaining a predetermined inter-vehicle distance corresponding to the vehicle speed between the vehicle 1 and the preceding vehicle. It involves automatic steering control, speed control (engine control, brake control), and obstacle avoidance control (speed control and steering control).

  In the preceding vehicle follow-up mode, different steering control and speed control are performed depending on whether or not both ends (boundary lines) of the lane can be detected and whether there is a preceding vehicle. Here, both ends of the lane are boundary lines (lane lines such as white lines, road edges, curbs, median strips, guardrails, etc.) on both sides of the lane in which the vehicle 1 travels. It is a boundary. The ECU 10 serving as the travel path end detection unit detects both ends of the lane from image data captured by the in-vehicle camera 21. Further, both end portions of the lane may be detected from the map information of the navigation system 30. However, for example, when the lane line is about to disappear, when the lane line does not exist, or when the image data from the in-vehicle camera 21 is poorly read, both ends of the lane may not be detected.

  In the above embodiment, the ECU 10 is used as the road end detection unit. However, the present invention is not limited to this, and the vehicle-mounted camera 21 as the road end detection unit may detect both ends of the lane. The vehicle-mounted camera 21 as the unit detection unit and the ECU 10 may detect both ends of the lane in cooperation.

  In the present embodiment, the ECU 10 as the preceding vehicle detection unit detects the preceding vehicle based on the image data from the in-vehicle camera 21 and the measurement data from the millimeter wave radar 22. Specifically, another vehicle traveling ahead is detected as a traveling vehicle based on image data from the in-vehicle camera 21. Furthermore, in this embodiment, when the inter-vehicle distance between the vehicle 1 and the other vehicle is equal to or less than a predetermined distance (for example, 400 to 500 m), the other vehicle is detected as a preceding vehicle based on the measurement data obtained by the millimeter wave radar 22. The

  In the embodiment described above, the ECU 10 is used as the preceding vehicle detection unit. However, the present invention is not limited to this, and the in-vehicle camera 21 serving as the preceding vehicle detection unit may detect other vehicles traveling ahead. The camera 21 and the millimeter wave radar 22 may constitute a part of the preceding vehicle detection unit.

  First, when both ends of the lane are detected, the vehicle 1 is steered so as to travel near the center of the lane, and is set in advance by the driver using the set vehicle speed input unit 37 or by the system 100 based on a predetermined process. The speed is controlled so as to maintain the set vehicle speed (constant speed). When the set vehicle speed is higher than the limit vehicle speed (the limit speed defined according to the speed sign or the curvature of the curve), the limit vehicle speed is given priority, and the vehicle speed of the vehicle 1 is limited to the limit vehicle speed. The speed limit defined according to the curvature of the curve is calculated by a predetermined calculation formula, and the speed is set to be lower as the curvature of the curve is larger (the curvature radius is smaller).

  When the set vehicle speed of the vehicle 1 is higher than the vehicle speed of the preceding vehicle, the vehicle 1 is speed-controlled so as to follow the preceding vehicle while maintaining an inter-vehicle distance corresponding to the vehicle speed. In addition, when the preceding vehicle that has been followed does not exist in front of the vehicle 1 due to a lane change or the like, the vehicle 1 is speed-controlled so as to maintain the set vehicle speed again.

  Further, when both ends of the lane are not detected and there is a preceding vehicle, the vehicle 1 is steered to follow the traveling locus of the preceding vehicle, and the speed on the traveling locus of the preceding vehicle is The speed is controlled so as to follow.

  In addition, when both ends of the lane are not detected and there is no preceding vehicle, the traveling position on the traveling path cannot be specified (division line etc. cannot be detected, and the preceding vehicle cannot be followed). In this case, the driver operates the steering wheel, accelerator pedal, and brake pedal so that the current driving behavior (steering angle, yaw rate, vehicle speed, acceleration / deceleration, etc.) is maintained or changed according to the driver's intention. Perform control and speed control.

  In the preceding vehicle follow-up mode, obstacle avoidance control (speed control and steering control), which will be described later, is further automatically executed regardless of whether there is a preceding vehicle and whether both ends of the lane can be detected.

  The automatic speed control mode is a mode in which speed control is performed so as to maintain a predetermined set vehicle speed (constant speed) set in advance by the driver or by the system 100, and automatic speed control by the vehicle control system 100 ( Engine control, brake control) and obstacle avoidance control (speed control) are involved, but steering control is not performed. In this automatic speed control mode, the vehicle 1 travels so as to maintain the set vehicle speed, but can be increased beyond the set vehicle speed by depressing the accelerator pedal by the driver. Further, when the driver performs a brake operation, the driver's intention is prioritized and the vehicle is decelerated from the set vehicle speed. In addition, when catching up with the preceding vehicle, the speed is controlled so as to follow the preceding vehicle while maintaining the inter-vehicle distance according to the vehicle speed, and when there is no preceding vehicle, the speed control is performed so that it returns to the set vehicle speed again. Is done.

  The speed limit mode is a mode for speed control so that the vehicle speed of the vehicle 1 does not exceed the speed limit set by the speed indicator or the set speed set by the driver. With engine control). The speed limit may be specified when the ECU 10 performs image recognition processing on the speed sign imaged by the in-vehicle camera 21 or the image data of the speed display on the road surface, or may be received by wireless communication from the outside. In the speed limit mode, even when the driver depresses the accelerator pedal so as to exceed the speed limit, the vehicle 1 is increased only to the speed limit.

  The basic control mode is a mode (off mode) when the driving support mode is not selected by the driver operation unit 35, and automatic steering control and speed control by the vehicle control system 100 are not performed. However, the automatic collision prevention control is configured to be executed. In this control, when the vehicle 1 may collide with a preceding vehicle or the like, the brake control is automatically executed to avoid the collision. The Further, the automatic collision prevention control is executed in the same manner in the preceding vehicle following mode, the automatic speed control, and the speed limit mode.

  Further, also in the automatic speed control mode, the speed limit mode, and the basic control mode, obstacle avoidance control (speed control only or speed control and steering control) described later is further executed.

  Next, a plurality of travel routes calculated in the vehicle control system 100 according to the present embodiment will be described. In the present embodiment, the ECU 10 is configured to repeatedly calculate the following first travel route R1 to third travel route R3 in terms of time (for example, every 0.1 second). In the present embodiment, the ECU 10 calculates a travel route from a current time until a predetermined period (for example, 2 to 4 seconds) elapses based on information such as a sensor. The travel route Rx (x = 1, 2, 3) is specified by the target position (Px_k) and the target speed (Vx_k) of the vehicle 1 on the travel route (k = 0, 1, 2,..., N). ).

  Note that the travel routes R1 to R3 are obstacle information on obstacles (including parked vehicles, pedestrians, etc.) on or around the travel road on which the vehicle 1 travels (that is, information whose situation can change over time). Without consideration, the calculation is made based on the shape of the travel path, the travel locus of the preceding vehicle, the travel behavior of the vehicle 1, and the set vehicle speed. Thus, in this embodiment, since obstacle information is not taken into consideration in the calculation, the overall calculation load of the plurality of travel routes can be kept low.

  The first travel route R1 is set for a predetermined period so that the vehicle 1 maintains the travel on the ideal route in the travel lane according to the shape of the travel lane. Specifically, the first travel route R1 is set so that the vehicle 1 keeps traveling in the vicinity of the center of the lane in the straight section, and in the curve section, the vehicle 1 is inside or inward from the center in the width direction of the lane (curve section). Is set to travel on the center side of the radius of curvature.

  ECU10 performs the image recognition process of the image data around the vehicle 1 imaged with the vehicle-mounted camera 21, and detects a lane both ends. Both ends of the lane are lane markings (white lines, etc.) and road shoulders as described above. Further, the ECU 10 calculates the lane width of the lane and the radius of curvature of the curve section based on the detected both ends of the lane. Further, the lane width and the curvature radius may be acquired from the map information of the navigation system 30. Further, the ECU 10 reads a speed sign or a speed limit displayed on the road surface from the image data. As described above, the speed limit may be acquired by wireless communication from the outside.

  In the straight section, the ECU 10 sets a plurality of target positions P1_k of the first travel route R1 so that the center part in the width direction (for example, the center of gravity position) of the vehicle 1 passes through the center part in the width direction of both ends of the lane. . In the present embodiment, the first travel route R1 is set so that the vehicle 1 travels in the center of the lane in the straight section. However, the present invention is not limited to this, and reflects the driving characteristics (preference, etc.) of the driver. Thus, the first travel route R1 may be set near the center of the lane that is deviated in the width direction by a predetermined shift amount (distance) from the center of the lane.

  On the other hand, in the curve section, the ECU 10 sets the maximum amount of displacement from the center position in the width direction of the lane to the in side at the center position in the longitudinal direction of the curve section. This displacement amount is calculated based on the radius of curvature, the lane width, and the width dimension of the vehicle 1 (a prescribed value stored in the memory of the ECU 10). Then, the ECU 10 sets a plurality of target positions P1_k of the first travel route R1 so as to smoothly connect the center position of the curve section and the center position in the width direction of the straight section. Note that the first travel route R1 may be set on the in side of the straight section before and after entering the curve section.

  In principle, the target speed V1_k at each target position P1_k on the first travel route R1 is a predetermined set vehicle speed (constant speed) preset by the driver through the set vehicle speed input unit 37 of the driver operation unit 35 or by the system 100. ). However, when the set vehicle speed exceeds the speed limit obtained from the speed sign or the like, or the speed limit defined according to the radius of curvature of the curve section, the target speed V1_k of each target position P1_k on the travel route is Of the two speed limits, the speed is limited to a lower speed limit. Further, the ECU 10 appropriately corrects the target position P1_k and the target vehicle speed V1_k according to the current behavior state of the vehicle 1 (that is, vehicle speed, acceleration / deceleration, yaw rate, steering angle, lateral acceleration, etc.). For example, when the current vehicle speed is significantly different from the set vehicle speed, the target vehicle speed is corrected so that the vehicle speed approaches the set vehicle speed.

  Since the first travel route R1 is a travel route that is used when both ends of the lane are detected in principle, the first travel route R1 may not be calculated when the both ends of the lane are not detected. Alternatively, the following calculation may alternatively be performed in preparation for the case where the first travel route R1 is erroneously selected even though no is detected.

  In this case, assuming that the vehicle 1 is traveling in the center of the lane, the ECU 10 sets the virtual lane both ends using the steering angle or the yaw rate according to the vehicle speed of the vehicle 1. Then, based on the both ends of the vehicle set virtually, the ECU 10 travels in the center of the lane if it is a straight section, and travels in the lane in the lane if it is a curve section, as described above. Calculate the travel route.

  The second travel route R2 is set for a predetermined period so as to follow the travel locus of the preceding vehicle. The ECU 10 continuously calculates the position and speed of the preceding vehicle on the lane in which the vehicle 1 travels based on the image data from the in-vehicle camera 21, the measurement data from the millimeter wave radar 22, and the vehicle speed of the vehicle 1 from the vehicle speed sensor 23. These are stored as preceding vehicle locus information, and the traveling locus of the preceding vehicle is set as the second traveling route R2 (target position P2_k, target speed V2_k) based on the preceding vehicle locus information.

  In the present embodiment, the second travel route R2 is a travel route that is calculated when a preceding vehicle is detected in principle, and therefore may not be calculated when the preceding vehicle is not detected. In preparation for the case where the second travel route R2 is erroneously selected even though no vehicle is detected, the following calculation may alternatively be performed.

  In this case, the ECU 10 assumes that the preceding vehicle is traveling forward from the vehicle 1 by a predetermined distance according to the vehicle speed. This virtual preceding vehicle has the same traveling behavior (vehicle speed, steering angle, yaw rate, etc.) as the vehicle 1. Then, the ECU 10 calculates the second travel route R2 so as to follow the virtual preceding vehicle.

Further, the third travel route R3 is set for a predetermined period based on the current driving state of the vehicle 1 by the driver. That is, the third travel route R3 is set based on the position and speed estimated from the current travel behavior of the vehicle 1.
The ECU 10 calculates the target position P3_k of the third travel route R3 for a predetermined period based on the steering angle, yaw rate, and lateral acceleration of the vehicle 1. However, the ECU 10 corrects the target position P3_k so that the calculated third travel route R3 does not approach or intersect the lane edge when the lane both ends are detected.

  Further, the ECU 10 calculates the target speed V3_k of the third travel route R3 for a predetermined period based on the current vehicle speed and acceleration / deceleration of the vehicle 1. Note that when the target speed V3_k exceeds the speed limit acquired from the speed indicator or the like, the target speed V3_k may be corrected so as not to exceed the speed limit.

  Next, the relationship between the driving support mode and the travel route in the vehicle control system 100 according to the present embodiment will be described with reference to FIG. FIG. 2 is an explanatory diagram showing the relationship between the driving support mode and the target travel route. In the present embodiment, when the driver operates the mode selection switch 36 to select one driving support mode, the ECU 10 selects one of the first travel route R1 to the third travel route R3 according to the measurement data by the sensor or the like. , Any one is selected. That is, in the present embodiment, even if the driver selects a certain driving support mode, the same travel route is not necessarily applied, and an appropriate travel route according to the travel situation is applied. Yes.

  When the preceding vehicle following mode is selected, if both ends of the lane are detected, the first travel route is applied regardless of the presence or absence of the preceding vehicle. In this case, the set vehicle speed set by the set vehicle speed input unit 37 becomes the target speed. Note that “the lane ends are detected” means that it is determined that the lane ends exist substantially continuously over a predetermined distance section ahead of the vehicle necessary for route calculation.

  On the other hand, when the preceding vehicle follow-up mode is selected, the second travel route is applied when both ends of the lane are not detected and the preceding vehicle is detected. In this case, the target speed is set according to the vehicle speed of the preceding vehicle. In addition, when the preceding vehicle follow-up mode is selected, the third travel route is applied when neither end of the lane is detected and no preceding vehicle is detected. Therefore, when the preceding vehicle follow-up mode is selected, the selected travel route is temporally switched among the first to third travel routes according to the presence / absence of the preceding vehicle and whether or not both end portions of the lane can be detected.

  Further, the third travel route is applied when the automatic speed control mode is selected. The automatic speed control mode is a mode in which the speed control is automatically executed as described above, and the set vehicle speed set by the set vehicle speed input unit 37 becomes the target speed. Further, steering control is executed based on the operation of the steering wheel by the driver. For this reason, the third travel route is applied, but the vehicle 1 may not necessarily travel along the third travel route depending on the driver's operation (steering wheel, brake).

  The third travel route is also applied when the speed limit mode is selected. The speed limit mode is also a mode in which the speed control is automatically executed as described above, and the target speed is set in accordance with the depression amount of the accelerator pedal by the driver within the range of the limit speed or less. Further, steering control is executed based on the operation of the steering wheel by the driver. For this reason, as in the automatic speed control mode, the third travel route is applied. However, depending on the driver's operation (steering wheel, brake, accelerator), the vehicle 1 may not necessarily travel along the third travel route. .

  In addition, when the basic control mode (off mode) is selected, the third travel route is applied. The basic control mode is basically the same as the state where the speed limit is not set in the speed limit mode.

Next, with reference to FIG. 3 and FIG. 4, the obstacle avoidance control executed in the vehicle control system 100 according to the present embodiment and the travel route correction process associated therewith will be described. FIG. 3 is an explanatory diagram of the obstacle avoidance control, and FIG. 4 is an explanatory diagram showing the relationship between the allowable upper limit value of the passing speed between the obstacle and the vehicle and the clearance in the obstacle avoidance control.
In FIG. 3, the vehicle 1 is traveling on a travel path (lane) 7, and is trying to pass the vehicle 3 by passing another vehicle 3 parked on the roadside of the travel path 7. In FIG. 3, the ECU 10 of the vehicle 1 detects the left boundary line 8 </ b> L and the right boundary line 8 </ b> R of the travel path 7.

  In general, when passing (or overtaking) an obstacle on the road or near the road (for example, a preceding car, a parked vehicle, a pedestrian, etc.), the driver of the vehicle 1 A predetermined clearance or interval (lateral distance) is maintained between the vehicle 1 and the obstacle, and the vehicle 1 is decelerated to a speed at which the driver feels safe. Specifically, in order to avoid the danger that the preceding vehicle suddenly changes course, the pedestrian comes out from the blind spot of the obstacle, or the door of the parked vehicle opens, The relative speed is reduced.

  In general, when approaching the preceding vehicle from behind, the driver of the vehicle 1 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 two vehicles is zero at a predetermined inter-vehicle distance. This is the same even if the preceding vehicle is a parked vehicle.

  In this way, the driver drives the vehicle 1 so as to avoid danger while considering the relationship between the distance between the obstacle and the vehicle 1 (including the lateral distance and the longitudinal distance) and the relative speed. doing.

Therefore, in the present embodiment, as shown in FIG. 3, the vehicle 1 is located around the obstacle (lateral region, rear region, And over the front area) or at least between the obstacle and the vehicle 1, a two-dimensional distribution (speed distribution area 40) that defines an allowable upper limit value for the relative speed in the traveling direction of the vehicle 1 is configured. Yes. In the velocity distribution region 40, an allowable upper limit value V _lim of the relative velocity is set at each point around the obstacle. In the present embodiment, obstacle avoidance control for preventing the relative speed of the vehicle 1 with respect to the obstacle from exceeding the allowable upper limit value V _lim in the speed distribution region 40 is performed in all driving support modes.

As can be seen from FIG. 3, the velocity distribution region 40 is set such that the allowable upper limit value of the relative velocity decreases as the lateral distance and the longitudinal distance from the obstacle become smaller (as the obstacle gets closer). 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. 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.

  The speed distribution region 40 does not necessarily have to be set over the entire circumference of the obstacle, and is set at least on one side in the lateral direction of the obstacle where the vehicle 1 exists (in FIG. 3, the right side region of the vehicle 3). Just do it. In FIG. 3, the speed distribution area 40 is also shown in an area where the vehicle 1 does not travel (outside the travel path 7), but the speed distribution area 40 may be set only on the travel path 7. Further, 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 in the oncoming lane. Can be set.

As shown in FIG. 4, when the vehicle 1 travels at a certain absolute speed, the allowable upper limit value V _lim set in the lateral direction of the obstacle is 0 (zero) until the clearance X is D ₀ (safety distance). km / h, and increases in a quadratic function above D ₀ (V _lim = k (X−D ₀ ) ² , where X ≧ D ₀ ). That is, in order to ensure safety, the relative speed of the vehicle 1 becomes zero when the clearance X is D ₀ or less. On the other hand, when the clearance X is equal to or greater than D ₀ , the larger the clearance, the more the vehicle 1 can pass at a higher relative speed.

In the example of FIG. 4, the allowable upper limit value in the lateral direction of the obstacle is _defined by V _lim = f (X) = k (X−D ₀ ) ² . Note that k 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 obstacle or the like. D _{0 is} also set depending on the type of obstacle.

In this embodiment, V _lim includes a safe distance and is defined to be a quadratic function of X. However, the present invention is not limited to this, and V _lim may not include a safe distance. You may define with another function (for example, linear function etc.). Moreover, although the allowable upper limit value V _{lim in} the lateral direction of the obstacle has been described with reference to FIG. 4, it can be set similarly in all radial directions including the vertical direction of the obstacle. At that time, the coefficient k and the safety distance D ₀ can be set according to the direction from the obstacle.

The velocity distribution region 40 can be set based on various parameters. As parameters, for example, the relative speed between the vehicle 1 and the obstacle, the type of the obstacle, the traveling direction of the vehicle 1, the moving direction and moving speed of the obstacle, the length of the obstacle, the absolute speed of the vehicle 1, etc. Can do. That is, the coefficient k and the safety distance D ₀ can be selected based on these parameters.

  In the present embodiment, the obstacle includes a vehicle, a pedestrian, a bicycle, a cliff, a groove, a hole, a falling object, a stationary object (a fixed object or a structure disposed on a road), and the like. Furthermore, vehicles can be distinguished by automobiles, trucks, and motorcycles. Pedestrians can be distinguished by adults, children and groups.

  Further, FIG. 3 shows the velocity distribution region when one obstacle exists, but when a plurality of obstacles are close to each other, the plurality of velocity distribution regions overlap each other. For this reason, in the overlapping portion, not the substantially elliptical uniform relative velocity line as shown in FIG. 3, but the smaller allowable upper limit value is preferentially excluded, or two substantially elliptical shapes are excluded. An iso-relative velocity line is set so as to connect the shapes smoothly.

  As shown in FIG. 3, when the vehicle 1 is traveling on the travel path 7, the ECU 10 of the vehicle 1 detects an obstacle (vehicle 3) from the in-vehicle camera 21 based on the image data. At this time, the type of obstacle (in this case, vehicle, pedestrian) is specified.

  Further, the ECU 10 calculates the position, relative speed, and absolute speed of the obstacle (vehicle 3) with respect to the vehicle 1 based on the measurement data of the millimeter wave radar 22 and the vehicle speed data of the vehicle speed sensor 23. The position of the obstacle includes a y-direction position (vertical distance) along the traveling direction of the vehicle 1 and an x-direction position (horizontal distance) along the lateral 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. In addition, the velocity component orthogonal to the traveling direction may not necessarily be calculated, but may be estimated from a plurality of measurement data and / or a plurality of image data if necessary.

The ECU 10 sets the speed distribution region 40 for all detected obstacles (the vehicle 3 in the case of FIG. 3). Then, the ECU 10 performs obstacle avoidance control so that the speed of the vehicle 1 does not exceed the allowable upper limit value V _lim of the speed distribution region 40. For this reason, ECU10 correct | amends the target driving | running | working path | route applied according to the driving assistance mode which the driver | operator selected with obstacle avoidance control.

  That is, when the vehicle 1 travels on the target travel route, when the target speed exceeds the allowable upper limit defined by the speed distribution region 40 at a certain target position, the avoidance mode selected by the avoidance mode selection switch 38. In accordance with (straight line priority mode, intermediate mode, speed priority mode, etc.), the target travel route R is corrected by the travel route correction process. The corrected target travel route Rc (Rc1 to Rc3) calculated according to these avoidance modes is set with different avoidance distances in the lateral direction with respect to the target travel route R before correction.

  In addition, when a preceding vehicle exists, the preceding vehicle travels while avoiding an obstacle (vehicle 3). Therefore, when a preceding vehicle exists in the preceding vehicle follow-up mode, it is assumed that the vehicle 1 can safely avoid an obstacle by traveling on the selected target traveling route (second traveling route). Therefore, when there is a preceding vehicle in the preceding vehicle following mode, a configuration in which the travel route correction process is not executed may be employed.

  The straight line priority mode is a mode in which the target speed is reduced without changing the target position (path Rc1 in FIG. 3). The speed priority mode is a mode in which the target position is changed without changing the target speed, that is, the target position is changed on the detour path so that the target speed (or set speed) does not exceed the allowable upper limit value ( Route Rc3 in FIG. The intermediate mode is a mode in which both the target position and the target speed are changed, the correction target position is located between the correction target position in the linear priority mode and the speed priority mode, and the correction target speed is in the linear priority mode and the speed priority. It becomes a value between the corrected target speeds of the mode (path Rc2 in FIG. 3).

  However, in any of the avoidance modes selected, the travel route correction process is executed so that the collision with the obstacle and the departure from the lane are prevented. Therefore, when there is a possibility of colliding with an obstacle (vehicle 3) when the straight line priority mode is selected, the target position is also changed so as to minimize the lateral movement in order to avoid the obstacle. Further, when there is a possibility of deviating from the lane 7 when the speed priority mode is selected, the corrected target position is set so as not to deviate from the lane, and the corrected target speed is set so that the speed decrease from the target speed is minimized. The

  For example, FIG. 3 shows a case where the calculated target travel route R is a route that travels at a center position (target position) in the width direction of the travel path 7 at 60 km / h (target speed). In this case, the parked vehicle 3 is present as an obstacle ahead, but as described above, this obstacle is not taken into consideration in the calculation stage of the target travel route R in order to reduce the calculation load.

When traveling on the target travel route R, the vehicle 1 crosses the equal relative speed lines d, c, b, b, c, d in the speed distribution region 40 in order. That is, the vehicle 1 traveling at 60 km / h enters an area inside the equal relative speed line d (allowable upper limit value V _lim = 60 km / h). Therefore, when the straight line priority mode is selected, the ECU 10 corrects the target travel route R so as to limit the target speed at each target position of the target travel route R to the allowable upper limit value V _lim or less, and the corrected target travel route Rc1. Is generated. That is, in the corrected target travel route Rc1, the target speed gradually decreases to less than 20 km / h as the vehicle 3 approaches, so that the target vehicle speed is less than or equal to the allowable upper limit value V _{lim at} each target position. Thereafter, as the vehicle 3 moves away from the vehicle 3, the target speed is gradually increased to the original 60 km / h.

  Further, the target travel route Rc3 calculated when the speed priority mode is selected does not change the target speed (60 km / h) of the target travel route R, and therefore, the equal relative speed line d (corresponding to a relative speed of 60 km / h). The route is set to travel outside. The ECU 10 changes the target travel path so that the target position is positioned on or outside the equal relative speed line d in order to maintain the target speed of the target travel path R unless there is a risk of lane departure. R is corrected to generate a target travel route Rc3. Therefore, the target speed of the target travel route Rc3 is maintained at 60 km / h, which is the target speed of the target travel route R.

  Further, the target travel route Rc2 calculated when the intermediate mode is selected is a route in which both the target position and the target speed of the target travel route R are changed. In the target travel route Rc2, the target speed is not maintained at 60 km / h, and gradually decreases to 40 km / h as the vehicle 3 approaches, and then the original speed of 60 km / h as the vehicle 3 moves away. Is gradually increased until. The target travel route Rc2 can be generated so that the target position and target speed satisfy predetermined conditions. The predetermined condition is, for example, that the longitudinal acceleration / deceleration and the lateral acceleration of the vehicle 1 are not more than predetermined values, that there is no deviation from the traveling road 7 to the adjacent lane, and the like.

The obstacle avoidance control is also applied when the vehicle 1 catches up with a preceding vehicle traveling in the same lane in the preceding vehicle following mode, automatic speed control mode, speed limiting mode, or basic control mode. That is, as the vehicle 1 approaches the preceding vehicle, the vehicle speed of the vehicle 1 is limited so that the relative speed decreases according to the allowable upper limit value V _lim of the speed distribution region 40. The vehicle 1 follows the preceding vehicle while maintaining the inter-vehicle distance at the position of the equal relative speed line a where the relative speed between the vehicle 1 and the preceding vehicle is zero.

  In the preceding vehicle following mode, when the steering wheel is operated by the driver regardless of whether the lane ends can be detected and whether there is a preceding vehicle, and regardless of the selected avoidance mode, the ECU 10 When it is determined that there is no risk of collision with an obstacle and lane departure, the lateral movement of the vehicle 1 based on the steering wheel operation is permitted. For example, when the steering wheel is operated in a direction away from the obstacle, or when the lateral distance from the vehicle 1 to the lane boundary is a predetermined distance or more, it is determined that there is no risk of collision with the obstacle and lane departure. Is done.

  On the other hand, when the ECU 10 determines that there is a risk of collision with an obstacle and departure from the lane due to the steering wheel operation, the assist torque in the direction opposite to the operation direction is applied to the steering wheel to operate the steering wheel. Suppress.

  Next, an approach process included in the travel route correction process executed in the vehicle control system 100 according to the present embodiment will be described with reference to FIGS. FIG. 5 is an explanatory diagram of the corrected target travel path after the approach process when the straight line priority mode is selected, FIG. 6 is an explanatory diagram of the corrected target travel path after the approach process when the intermediate mode is selected, and FIG. It is explanatory drawing of the correction | amendment target driving | running route after an approach process.

  In the present embodiment, when the boundary line of the travel lane is not detected, the approach process is executed in the travel route correction process. In FIG. 3 described above, the vehicle 1 travels on the right side of the vehicle 3 when overtaking. Therefore, in order to avoid a collision with the vehicle 3, the corrected target travel route calculated by the travel route correction process is located in the lateral direction (right side) with respect to the target travel route. However, in FIGS. 5 to 7, the ECU 10 of the vehicle 1 does not detect the boundary line 8 </ b> R located at least on the right side of the vehicle 3 among the boundary lines of the travel path 7. Therefore, when the undetected boundary line 8R is not taken into account, the corrected target travel route may actually exceed the boundary line 8R.

  Therefore, in the approach processing, in order to prevent such lane departure, the corrected target travel route (Rc1 to Rc3) described with reference to FIG. 3 is further corrected to calculate the approach target travel route (Rc1_a to Rc3_a). To do. That is, the approach target travel path calculated when the boundary line is not detected (FIGS. 5 to 7) is compared with the corrected target travel path calculated when the boundary line is detected (FIG. 3). , Calculated so as to approach the vehicle 3 in the lateral direction.

When the boundary line (at least the boundary line 8R) is not detected when the straight line priority mode is selected, the approach target travel route Rc1_a is calculated as shown in FIG. The approach target travel route Rc1_a is closer to the vehicle 3 than the corrected target travel route Rc1 at the lateral position of the vehicle 3. In the example of FIG. 5, the closest approach distance between the vehicle 1 and the vehicle 3 in the lateral direction is a predetermined approach distance (for example, 50 cm). The predetermined approach distance is set to be greater than the safe distance. Further, the (approaching) target speed of the approach target travel route Rc1_a is recalculated so as not to exceed the allowable upper limit value V _lim of the speed distribution region 40, and is set smaller than the corrected target travel route Rc1.

Further, when the boundary line (at least the boundary line 8R) is not detected when the intermediate mode is selected, the approach target travel route Rc2_a is calculated as shown in FIG. The approach target travel route Rc2_a is closer to the vehicle 3 than the corrected target travel route Rc2 at the lateral position of the vehicle 3. In the example of FIG. 6, the corrected target travel route Rc2 is displaced laterally with respect to the target travel route R by a maximum avoidance distance L2. When the approach process is executed, the approach target travel route Rc2_a is set to be displaced laterally with respect to the target travel route R by the approach avoidance distance L2_r (= d · L2) at the maximum. In this example, the coefficient d is 0.25. However, the present invention is not limited to this, and the coefficient d can be arbitrarily set between 0 and 1 (0 <c <1). Further, with the setting of the (approach) target position, the (approach) target speed corresponding to each (approach) target position is recalculated so as not to exceed the allowable upper limit value V _lim of the speed distribution region 40. Not limited to this, the approach target travel route Rc2_a may be calculated so that the closest approach distance between the vehicle 1 and the vehicle 3 in the lateral direction becomes a predetermined approach distance, as in the straight line priority mode (that is, Rc2_a = Rc1_a).

Further, when the boundary line (at least the boundary line 8R) is not detected when the speed priority mode is selected, the approach target travel route Rc3_a is calculated as shown in FIG. The approach target travel route Rc3_a is closer to the vehicle 3 than the corrected target travel route Rc3 at the lateral position of the vehicle 3. In the example of FIG. 7, the corrected target travel route Rc3 is laterally displaced from the target travel route R by the avoidance distance L3 at the maximum. When the approach process is executed, the approach target travel route Rc3_a is set to be displaced laterally with respect to the target travel route R by the approach avoidance distance L3_r (= d · L3) at the maximum. In this example, the coefficient d is 0.25. However, the present invention is not limited to this, and the coefficient d can be arbitrarily set between 0 and 1 (0 <c <1). Further, with the setting of the (approach) target position, the (approach) target speed corresponding to each (approach) target position is recalculated so as not to exceed the allowable upper limit value V _lim of the speed distribution region 40. In addition, the approach target travel route Rc3_a may be calculated so that the closest approach distance between the vehicle 1 and the vehicle 3 in the lateral direction is a predetermined approach distance (ie, Rc3_a). = Rc1_a). Therefore, even when the speed priority mode is selected, when the boundary line is not detected, the approach target travel route Rc3_a includes a target speed that is smaller (approaching) than the current speed of the vehicle 1. The coefficient d may be the same value or a different value in each avoidance mode.

  In the preceding vehicle follow-up mode, when the steering wheel is operated by the driver regardless of whether the lane ends can be detected and whether there is a preceding vehicle, and regardless of the selected avoidance mode, the ECU 10 When it is determined that there is no risk of collision with an obstacle, the lateral movement of the vehicle 1 based on the steering wheel operation is permitted. For example, when the steering wheel is operated in a direction away from the obstacle, it is determined that there is no risk of collision with the obstacle and lane departure. However, without making these determinations, the operation of the steering wheel in any direction may be invalidated and the lateral movement of the vehicle 1 based on the steering wheel operation may be prohibited.

  On the other hand, when the ECU 10 determines that there is a risk of collision with an obstacle and departure from the lane due to the steering wheel operation, the assist torque in the direction opposite to the operation direction is applied to the steering wheel to operate the steering wheel. Suppress.

  Next, with reference to FIG.8 and FIG.9, the processing flow of the driving assistance control in the vehicle control system 100 of this embodiment is demonstrated. FIG. 8 is a processing flow of driving support control, and FIG. 9 is a processing flow of travel route correction processing.

  The ECU 10 repeatedly executes the processing flow of FIG. 8 every predetermined time (for example, 0.1 seconds). First, the ECU 10 executes information acquisition processing (S11). In the information acquisition process, the ECU 10 acquires the current vehicle position information and map information from the positioning system 29 and the navigation system 30 (S11a), the in-vehicle camera 21, the millimeter wave radar 22, the vehicle speed sensor 23, the acceleration sensor 24, and the yaw rate sensor. 25, sensor information is acquired from the driver operation unit 35 or the like (S11b), and switch information is acquired from the steering angle sensor 26, the accelerator sensor 27, the brake sensor 28, the grip sensor 34, or the like (S11c).

  Next, ECU10 performs a predetermined information detection process using the various information acquired in the information acquisition process (S11) (S12). In the information detection process, the ECU 10 determines, based on the current vehicle position information, the map information, and the sensor information, the road information about the road shape around the vehicle 1 and the front area (presence / absence of straight sections and curve sections, lengths of sections, Section radius of curvature, lane width, lane end positions, number of lanes, presence / absence of intersection, speed limit defined by curve curvature, etc., travel regulation information (speed limit, red signal, etc.), obstacle information (preceding vehicle and The presence / absence of an obstacle, position, speed, etc.) and preceding vehicle locus information (position and speed of the preceding vehicle) are detected (S12a).

  Further, the ECU 10 detects vehicle operation information (steering angle, accelerator pedal depression amount, brake pedal depression amount, steering wheel gripping force, etc.) relating to vehicle operation by the driver from the switch information (S12b), and further, switch information. From the sensor information, travel behavior information (vehicle speed, acceleration / deceleration, lateral acceleration, yaw rate, etc.) relating to the behavior of the vehicle 1 is detected (S12c).

  Next, the ECU 10 executes a travel route calculation process based on the information obtained by the calculation (S13). In the travel route calculation process, as described above, the first travel route calculation process (S13a), the second travel route calculation process (S13b), and the third travel route calculation process (S13c) are executed.

  In the first travel route calculation process, the ECU 10 travels near the center of the lane in the straight section based on the set vehicle speed, both ends of the lane, lane width, speed limit, vehicle speed, acceleration / deceleration, yaw rate, steering angle, lateral acceleration, and the like. Thus, in the curve section, the slowest speed among the set vehicle speed, the limited vehicle speed by the traffic sign, and the limited vehicle speed defined by the curve curvature is set so that the vehicle turns on the inside of the curve so that the turning radius becomes large. The travel route R1 (target position P1_k and target speed V1_k) for a predetermined period (for example, 2 to 4 seconds) is calculated so as to be the upper limit speed.

  In the second travel route calculation process, the ECU 10 maintains a predetermined inter-vehicle distance between the preceding vehicle and the vehicle 1 based on the preceding vehicle trajectory information (position and speed) of the preceding vehicle acquired from the sensor information or the like. The travel route R2 for a predetermined period is calculated so as to follow the behavior (position and speed) of the preceding vehicle with a delay of the travel time of the inter-vehicle distance.

  In the third travel route calculation process, the ECU 10 calculates a travel route R3 for a predetermined period estimated from the current behavior of the vehicle 1 based on the vehicle operation information, the travel behavior information, and the like.

  Next, the ECU 10 executes a travel route selection process for selecting one target travel route from the calculated three travel routes (S14). In this process, as described above, the ECU 10 determines one target based on whether or not both ends of the lane are detected and whether there is a preceding vehicle, in addition to the driving support mode selected by the driver using the mode selection switch 36. A travel route is selected (see FIG. 2).

  Further, the ECU 10 executes a correction process for the selected target travel route (S15). In this travel route correction process, the ECU 10 determines the target travel route based on the obstacle information (for example, the parked vehicle 3 shown in FIG. 3) as described above with reference to FIGS. to correct. In the travel route correction process, the travel route is determined so that the vehicle 1 avoids an obstacle or follows the preceding vehicle by speed control and / or steering control according to the driving support mode selected in principle. It is corrected.

  Next, the ECU 10 controls the corresponding control system (the engine control system 31, the brake control system 32, so that the vehicle 1 travels on the travel route calculated finally according to the selected driving support mode. A request signal is output to the steering control system 33) (S16).

Next, a detailed processing flow of the travel route correction process (S15) of FIG. 8 will be described with reference to FIG.
First, the ECU 10 determines whether there is an obstacle ahead of the vehicle 1 from the obstacle information (S21). If there is no obstacle (S21; No), the process ends without correcting the target travel route selected in step S14. On the other hand, if there is an obstacle (S21; Yes), the ECU 10 sets a speed distribution region for the detected obstacle (S22), and further reads an avoidance mode selection signal (S23). The ECU 10 specifies the avoidance mode based on the avoidance mode selection signal.

  Next, the ECU 10 determines whether boundary lines on both sides of the travel lane are detected from the travel route information (S24). In step S24, of the boundary lines on both sides of the target travel route, the boundary line on the side where no obstacle exists (that is, the boundary line on the side where the target travel route exists with respect to the obstacle, or the vehicle 1 Only the avoidance side boundary line that may deviate may be detected. That is, it is not necessary to determine whether or not the boundary line on the side where an obstacle exists with respect to the target travel route (the side where the target travel route does not exist with respect to the obstacle) can be detected.

  When the boundary line is detected (S24; Yes), the ECU 10 calculates a corrected target travel route (S25) and ends the process. That is, as described with reference to FIG. 3, the ECU 10 selects the avoidance mode so that the target speed of the target travel route R selected in step S14 does not exceed the allowable upper limit value of the speed distribution region. Accordingly, the target travel route R is corrected to calculate a corrected target travel route. As described above, when there is a preceding vehicle in the preceding vehicle following mode, the ECU 10 may output the target traveling route R (second traveling route) as it is without correcting it.

  On the other hand, when the boundary line is not detected (S24; No), the ECU 10 calculates the approach target travel route (S27) and ends the process. That is, as described with reference to FIGS. 5 to 7, the ECU 10 calculates an approach target travel route that is closer to the obstacle than the corrected target travel route in accordance with the selected avoidance mode. As described above, when there is a preceding vehicle in the preceding vehicle following mode, the ECU 10 may output the target traveling route R (second traveling route) as it is without correcting it.

  In step S27, the approach target travel route may be calculated using the straight line priority mode as the selected avoidance mode regardless of the selected avoidance mode.

  Next, a modified example of the vehicle control system of the present embodiment will be described with reference to FIGS. FIG. 10 is an explanatory diagram of the corrected target travel route after the restriction process when the straight line priority mode is selected, FIG. 11 is an explanatory diagram of the corrected target travel route after the restriction process when the intermediate mode is selected, and FIG. 12 is a diagram when the speed priority mode is selected. FIG. 13 is an explanatory diagram of the corrected target travel route after the restriction process, and FIG. 13 is a process flow of the travel route correction process.

  In the above embodiment, the normal correction target travel route calculation process (S25) or the approach process (S27) is selectively performed, but in this modified example, a restriction process (S28 in FIG. 13) is further added. One process is selectively performed from the three processes.

  Similar to the approach process, the restriction process is for preventing a lane departure when a lane boundary is not detected. In the restriction process, the corrected target travel route (Rc1 to Rc3) is further corrected to calculate the restricted target travel route (Rc1_r to Rc3_r). That is, compared to the corrected target travel route (FIG. 3) calculated when the boundary line is detected, the limited target travel route (FIGS. 10 to 12) calculated when the boundary line is not detected. The lateral movement distance (avoidance distance) with respect to the target travel route R is limited to be small.

When the boundary line (at least the boundary line 8R) is not detected when the straight line priority mode is selected, as shown in FIG. 10, the limited target travel route Rc1_r is calculated. In the example of FIG. 10, since the target position on the target travel route R is at least a safe distance from the vehicle 3, the corrected target travel route Rc <b> 1 is not moved laterally with respect to the target travel route R. However, the (corrected) target speed of the corrected target travel route Rc1 is recalculated so as not to exceed the allowable upper limit value V _lim of the speed distribution region 40. Therefore, in this example, it is not necessary for the limited target travel route Rc1_r to change the lateral position with respect to the corrected target travel route Rc1.

  On the other hand, when the corrected target travel route Rc1 is moved laterally by a predetermined avoidance distance with respect to the target travel route R in order to avoid a collision with the vehicle 3, the restricted target travel route Rc1_r The lateral avoidance distance of the target position is limited to be smaller than the corrected target travel route Rc1. For example, as long as it is separated from the vehicle 3 by a safety distance or more, the restricted avoidance distance of the restricted target travel route Rc1_r is a coefficient for the avoidance distance of the corrected target travel route Rc1 with respect to the target travel route R at each corresponding target position. A value obtained by multiplying c (0 <c <1) can be set. In addition, the avoidance distance at each target position is not limited to this, and may be limited to a predetermined value (for example, 50 cm) or less (avoidance distance ≦ predetermined value). In this case, if the avoidance distance does not exceed the predetermined value, the restricted target travel route Rc1_r is not changed from the corrected target travel route Rc1.

Further, when the boundary line (at least the boundary line 8R) is not detected when the intermediate mode is selected, the limited target travel route Rc2_r is calculated as shown in FIG. In the example of FIG. 11, the corrected target travel route Rc2 is displaced laterally with respect to the target travel route R by the avoidance distance L2 at the maximum. When the restriction process is executed, the restriction target travel route Rc2_r is set so as to be displaced laterally with respect to the target travel route R by the restriction avoidance distance L2_r (= c · L2) at the maximum. In this example, the coefficient c is 0.5. However, the present invention is not limited to this, and the coefficient c can be arbitrarily set between 0 and 1 (0 <c <1). Further, with the setting of the (limit) target position, the (limit) target speed corresponding to each (limit) target position is also recalculated so as not to exceed the allowable upper limit value V _lim of the speed distribution region 40. Further, the present invention is not limited to this, and the avoidance distance at each target position may be limited to a predetermined value (for example, 50 cm) or less (avoidance distance ≦ predetermined value) as in the straight line priority mode. In this case, if the avoidance distance does not exceed the predetermined value, the restricted target travel route Rc2_r is not changed from the corrected target travel route Rc2.

Further, when the boundary line (at least the boundary line 8R) is not detected when the speed priority mode is selected, the limited target travel route Rc3_r is calculated as shown in FIG. In the example of FIG. 12, the corrected target travel route Rc3 is displaced laterally with respect to the target travel route R by the avoidance distance L3 at the maximum. On the other hand, the restriction target travel route Rc3_r is set such that the restriction target travel route Rc3_r is displaced in the lateral direction at a maximum by the restriction avoidance distance L3_r (= c · L3) with respect to the target travel route R by executing the restriction process. Is done. The coefficient c is the same as the coefficient when the intermediate mode is selected. Further, with the setting of the (limit) target position, the (limit) target speed corresponding to each (limit) target position is also recalculated so as not to exceed the allowable upper limit value V _lim of the speed distribution region 40. Therefore, even if the speed priority mode is selected, when the boundary line is not detected, the limited target travel route Rc3_r includes a target speed that is smaller (limited) than the current speed of the vehicle 1. Similarly to the straight line priority mode, the avoidance distance at each target position may be limited to a predetermined value (for example, 50 cm) or less (avoidance distance ≦ predetermined value). In this case, if the avoidance distance does not exceed the predetermined value, the restricted target travel route Rc3_r is not changed from the corrected target travel route Rc3.

  The coefficient c may be the same value or a different value in each avoidance mode. Further, the predetermined value defining the upper limit value of the avoidance distance may be the same value (for example, 50 cm) in each avoidance mode, or may be a different value (straight ahead priority mode: 30 cm, intermediate mode: 40 cm, speed priority mode). : 50 cm).

  In the present embodiment, when the approach target travel route (see FIGS. 5 to 7) and the restricted target travel route (see FIGS. 10 to 12) are compared in each avoidance mode, the approach target travel route is more than the restricted target travel route. The vehicle travels on a route closer to the obstacle (vehicle 3) (a route farther from the boundary). Therefore, the vehicle 1 traveling along the approach target travel route is decelerated when overtaking the vehicle 3 rather than traveling along the restricted target travel route, but the risk of deviating from the lane 7 is further reduced. Is done.

Next, a detailed processing flow of the travel route correction process (S15) according to the modified example will be described with reference to FIG.
Steps S21 to S25 are the same as those in FIG.
In step S24, when the boundary line is not detected (S24; No), the ECU 10 determines whether a predetermined condition is satisfied based on the sensor information or the switch information (S26).

  When the predetermined condition is satisfied (S26; Yes), the ECU 10 calculates the approach target travel route (S27) and ends the process. That is, as described with reference to FIGS. 5 to 7, the ECU 10 calculates the approach target travel route that is closer to the obstacle than the corrected target travel route in accordance with the selected avoidance mode. As described above, when there is a preceding vehicle in the preceding vehicle following mode, the ECU 10 may output the target traveling route R (second traveling route) as it is without correcting it.

  The predetermined condition is, for example, whether the obstacle is a stationary object, whether the vehicle speed (absolute speed) of the vehicle 1 is a predetermined speed (for example, 30 km / h) or less, and whether the driver is holding the steering wheel. Whether or not the steering wheel is gripped (whether or not the gripping force of the steering wheel is a predetermined value or less), or a combination thereof. That is, when these conditions are satisfied, the vehicle 1 can travel on a route closer to the obstacle.

  For example, when the obstacle is a stationary object (for example, a parked vehicle, a utility pole, etc.), the obstacle does not move, so there is a low possibility of collision even when approaching. Further, when the vehicle speed is a low speed equal to or lower than a predetermined speed, the deceleration width of the vehicle 1 accompanying the approach to the obstacle is small, and it is difficult for the driver to feel uncomfortable. Further, when the driver does not hold the steering wheel, it is necessary to reliably prevent lane departure. When the driver is holding the steering wheel, an avoidance operation (steering) by the driver himself for preventing lane departure is expected. Therefore, in these cases, it is possible to reliably avoid lane departure by traveling on the approach target travel route that is closer to the obstacle.

  On the other hand, when the predetermined condition is not satisfied (S26; No), the ECU 10 calculates the restricted target travel route (S28) and ends the process. That is, as described with reference to FIGS. 10 to 12, the ECU 10 calculates a restricted target travel route in which the lateral avoidance distance of the corrected target travel route is set small according to the selected avoidance mode. . As described above, when there is a preceding vehicle in the preceding vehicle following mode, the ECU 10 may output the target traveling route R (second traveling route) as it is without correcting it.

  In step S27, the limited target travel route may be calculated using the straight line priority mode as the selected avoidance mode regardless of the selected avoidance mode.

Next, the operation of the vehicle control system of this embodiment will be described.
The present embodiment is a vehicle control device (ECU 10) that sets a target travel route R of a lane 7 on which the vehicle 1 travels. The target travel route R includes a target position and a target speed, and an obstacle on the lane 7 When (vehicle 3) exists (S21; Yes), between the obstacle 3 and the vehicle 1, a speed distribution region 40 that defines the distribution of the allowable upper limit value V _lim of the relative speed of the vehicle 1 with respect to the obstacle 3 is provided. A travel route that is set to calculate the corrected target travel route Rc by correcting the target travel route R so that the relative speed of the vehicle 1 does not exceed the allowable upper limit value V _lim and the vehicle 1 avoids the obstacle 3. The correction process (S15) is configured to be executed. In the travel route correction process, when the boundary line (8L, 8R) of the lane 7 is not detected (S24; No), the boundary line is detected. Compared to the case (S24; Yes) Characterized in that it comprises approaching process of calculating the corrected target traveling path so as to approach the obstacle 3 (approaching the target traveling path Rc1_a～Rc3_a) a (S27) in.

  Thereby, in this embodiment, when the boundary line of the lane 7 is not detected, the corrected target travel route is calculated so as to be closer to the obstacle 3 than when the boundary line is detected. Thereby, even if it is a case where the boundary line of the lane 7 is not detected, the possibility that the vehicle 1 will deviate from a lane can be reduced, avoiding the obstruction 3.

In the present embodiment, the travel route correction process (S15) is compared with the case where the boundary line is detected (S24; Yes) when the boundary line of the lane 7 is not detected (S24; No). And a limit process (S28) for calculating a corrected target travel path (restricted target travel paths Rc1_r to Rc3_r) in which a lateral avoidance distance (L2_r, L3_r) with respect to the target travel path R is limited to a small value, In response to this, either the approach process or the restriction process is executed.
Accordingly, in the present embodiment, the corrected target travel route can be calculated by either the approach process or the restriction process according to the predetermined condition.

  In the present embodiment, the predetermined condition is the type of obstacle, and when the obstacle is a stationary object, the approach process (S27) is executed. In the case of a stationary object (for example, a stopped vehicle, a utility pole, etc.), even if it approaches the obstacle 3, the risk of collision is extremely low. Therefore, in this case, the corrected target travel route (approach target travel route) can be calculated so as to approach the obstacle by executing the approach process (S27).

  In the present embodiment, the predetermined condition is the vehicle speed of the vehicle 1, and when the vehicle speed of the vehicle 1 is equal to or lower than a predetermined vehicle speed (for example, 30 km / h), an approach process (S27) is executed. When the vehicle 1 approaches the obstacle 3, the vehicle speed is decelerated based on the speed distribution region 40. However, when the vehicle speed is a low speed equal to or lower than a predetermined vehicle speed, the deceleration width is small. Therefore, in this case, the risk of lane departure can be reduced without causing the driver to feel uncomfortable.

  In the present embodiment, the predetermined condition is the magnitude of the gripping force with respect to the steering wheel of the vehicle 1, and when the gripping force is equal to or less than a predetermined value, the approach process (S27) is executed. When the driver does not hold the steering wheel, lane departure avoidance operation by the driver's own steering cannot be expected. Therefore, in this case, the risk of lane departure can be suppressed by calculating the corrected target travel route (approach target travel route) that approaches the obstacle 3 by the approach processing (S27).

1 vehicle 3 vehicle (obstacle)
7 lanes (travel path)
8L, 8R Boundary line 40 Speed distribution area 100 Vehicle control system a, b, c, d Equal relative speed line R Target travel path Rc1-Rc3 Corrected target travel path Rc1_a-Rc3_a Approach target travel path Rc1_r-Rc3_r Restricted target travel path

Claims (5)

A vehicle control device for setting a target travel route of a lane in which a vehicle travels,
The target travel route includes a target position and a target speed,
When there is an obstacle on the lane, a speed distribution region that defines a distribution of an allowable upper limit value of the relative speed of the vehicle with respect to the obstacle is set between the obstacle and the vehicle, A travel route correction process is performed to correct the target travel route and calculate a corrected target travel route so that the relative speed does not exceed the allowable upper limit value and the vehicle avoids the obstacle. Has been
In the travel route correction process, when the boundary line of the lane is not detected, the corrected target travel route is calculated so as to approach the obstacle in the lateral direction compared to the case where the boundary line is detected. A vehicle control device including an approach process. In the travel route correction process, when the boundary line of the lane is not detected, the avoidance distance in the lateral direction with respect to the target travel route is limited to be smaller than when the boundary line is detected. A limit process for calculating a corrected target travel route;
The vehicle control device according to claim 1, wherein one of the approach process and the restriction process is executed according to a predetermined condition. The predetermined condition is a type of the obstacle,
The vehicle control device according to claim 2, wherein the approach process is executed when the obstacle is a stationary object. The predetermined condition is a vehicle speed of the vehicle,
The vehicle control device according to claim 2, wherein the approach process is executed when a vehicle speed of the vehicle is equal to or lower than a predetermined vehicle speed. The predetermined condition is a magnitude of a gripping force with respect to a steering wheel of the vehicle,
The vehicle control device according to claim 2, wherein the approach process is executed when the gripping force is equal to or less than a predetermined value.

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