JP2019084875A - Vehicle control device - Google Patents

Abstract

To provide a vehicle control device that performs operation assistance control corresponding to a surrounding target, the vehicle control device being able to hinder an increase of calculation load even if many targets are present.SOLUTION: An ECU sets a speed distribution area for regulating distribution of a permissible upper limit value Vfor a relative speed around a predetermined object, performs a speed control (engine control, brake control) and/or steering control for a vehicle 1 so as not to exceed the permissible upper limit value V, and performs a selection process in which two or more targets are selected as predetermined objects from among targets (T1,T3, and so on) present in periphery. In this selection process, a target present further ahead in a traffic lane in which the vehicle 1 is traveling than a target present at a side of the traffic lane in which the vehicle 1 is traveling is preferentially selected.SELECTED DRAWING: Figure 7

Description

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

  Various vehicle control devices are known that perform driving assistance processing in response to targets around the vehicle. For example, in the device described in Patent Document 1, a target (other vehicles etc.) located closest to a vehicle is selected as a target for driving assistance control, and a collision prediction time for this target (TTC = distance / relative speed) Driving support control is performed based on the above.

JP, 2014-191595, A

  In the case where a single target is to be processed as in Patent Document 1, the calculation load can be reduced. However, when a large number of targets are to be processed, the computational load becomes large.

  For example, a speed distribution area that defines the distribution of the allowable upper limit of the relative speed around the target is set, and the vehicle performs speed control and / or steering control so as not to exceed the allowable upper limit of the speed distribution area. In the support control process, when there are many targets around the vehicle, the calculation load becomes high, and there is a possibility that a delay may occur in the drive support control process. Therefore, when there are a large number of targets, it is extremely important to suppress the increase in computational load.

  The present invention has been made to solve such a problem, and in a vehicle control device that performs driving support control in accordance with surrounding targets, the calculation load is increased even if there are a large number of targets. An object of the present invention is to provide a vehicle control device that can be suppressed.

  In order to achieve the above object, the present invention sets a velocity distribution area that defines the distribution of the allowable upper limit value of the relative velocity to the object around the predetermined object, and sets the allowable upper limit value of this velocity distribution area. A vehicle control apparatus that executes vehicle speed control and / or steering control so as not to exceed the vehicle control apparatus, wherein the vehicle control apparatus sets two or more targets as predetermined objects among targets existing around the vehicle. The selection process to select is executed, and in this selection process, the target existing ahead on the lane in which the vehicle is traveling is prioritized over the targets existing on the side of the lane in which the vehicle is traveling It is characterized by selecting.

  Targets located in front of targets located on the side of the vehicle are more likely to collide or approach. For this reason, in the present invention, instead of setting the velocity distribution area for all the detected targets, the front target having a higher possibility of collision is preferentially selected as the setting object of the velocity distribution area. It is configured to Thus, in the present invention, the possibility of collision with surrounding targets can be reliably reduced while suppressing an increase in the calculation load of the vehicle control device.

  In the present invention, preferably, the selection process selects two targets or more in order from the target having the highest priority, and the process of setting the higher the priority the smaller the linear distance between the vehicle and the target. The selection process further includes a process of selecting at least one target existing in front of the lane in which the vehicle is traveling, regardless of the set priority.

  The smaller the linear distance from the vehicle, the higher the possibility of collision with the vehicle. For this reason, in the present invention, the higher the linear distance is, the higher the priority is set to make it easier to be selected as the object. On the other hand, in the present invention, at least one collision-prone target existing in front of the vehicle is selected regardless of the priority based on the straight line distance. Thus, in the present invention, the possibility of collision with surrounding targets can be reliably reduced while suppressing an increase in the calculation load of the vehicle control device.

In the present invention, preferably, the selection process selects two targets or more in order from the target having the highest priority, and the process of setting the higher the priority the smaller the linear distance between the vehicle and the target. And the selection process further includes a process of correcting the priority of the target existing ahead of the lane in which the vehicle is traveling to a higher priority.
According to the present invention configured as described above, processing is performed to correct the priority of the front target having a high possibility of collision to a higher priority. Thus, in the present invention, the possibility of collision with surrounding targets can be reliably reduced while suppressing an increase in the calculation load of the vehicle control device.

In the present invention, preferably, the velocity distribution region is set to the same allowable upper limit velocity distribution region for the object regardless of the type including the pedestrian and the vehicle, and the selection process is performed for the pedestrian target The process includes setting the priority to a higher priority than when the target is a vehicle.
According to the present invention configured as described above, the velocity distribution region is set based on the same reference regardless of the type of the target, so that the increase in calculation load is suppressed. Also, for pedestrians rather than vehicles, contact or approach should be avoided when passing or passing. Therefore, in the present invention, the pedestrian is preferentially selected as the object by executing the correction for raising the priority for the pedestrian.

In the present invention, preferably, a predetermined number of targets are selected as predetermined objects in the selection process.
According to the present invention configured in this way, by limiting the number of objects to a predetermined number, it is possible to achieve well-balanced control of increase in calculation load of the vehicle control device and reduction of the possibility of collision with surrounding targets. It is possible.

  According to the present invention, in a vehicle control device that performs driving support control according to surrounding targets, it is possible to suppress an increase in calculation load even if there are many targets.

1 is a block diagram of a vehicle control system according to an embodiment of the present invention. It is explanatory drawing of the speed distribution area | region by embodiment of this invention. It is explanatory drawing which shows the relationship of the allowable upper limit of passing speed and clearance in the horizontal direction position of the target object by embodiment of this invention. It is an explanatory view explaining passing speed control by an embodiment of the present invention. It is an explanatory view showing the run state of the vehicles by the embodiment of the present invention. It is explanatory drawing of the target object selection process by embodiment of this invention. It is explanatory drawing which shows another traveling state of the vehicle by embodiment of this invention. It is explanatory drawing of the target object selection process by embodiment of this invention. It is explanatory drawing of the target object selection process which concerns on the modified example by embodiment of this invention. It is explanatory drawing which shows the travel condition of the vehicle for another modification by embodiment of this invention. It is explanatory drawing of the target object selection process which concerns on another modification by embodiment of this invention. It is a processing flow of the vehicle control apparatus by embodiment of this invention.

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

  As shown in FIG. 1, a vehicle control system 100 is mounted on a vehicle 1 (see FIG. 2), and includes a vehicle control unit (ECU) 10, a plurality of sensors, and a plurality of control systems. The plurality of sensors include an on-vehicle camera 21, a millimeter wave radar 22, a vehicle speed sensor 23, a positioning system 24, and a navigation system 25. Further, the plurality of control systems include an engine control system 31, a brake control system 32, and a steering control system 33.

  The ECU 10 is constituted by a computer provided with a CPU, a memory for storing various programs, an input / output device and the like. The ECU 10 requests each of the engine control system 31, the brake control system 32, and the steering control system 33 to request the engine system, the brake system, and the steering system appropriately based on the signals received from the plurality of sensors. It is configured to be able to output. Therefore, the ECU 10 functionally includes a data acquisition unit, a target detection unit, an object selection unit, a velocity distribution area setting unit, a route calculation unit, and a behavior control execution unit.

  The on-vehicle camera 21 captures an image of the surroundings of the vehicle 1 and outputs the captured image data. The ECU 10 specifies a target and its type (for example, a vehicle, a motorcycle, a pedestrian, a bicycle, etc.) based on image data. In addition, ECU10 can specify the advancing direction or front-back direction of a target object from image data. Further, the ECU 10 specifies both ends (for example, a dividing line such as a white line) of the traveling lane from the image data.

  The millimeter wave radar 22 is a measurement device that measures the position and velocity of a target, transmits radio waves (transmission waves) toward the front and sides of the vehicle 1, and the transmission wave is generated by being reflected by the target Receive the reflected wave. Then, the millimeter wave radar 22 measures the linear distance between the vehicle 1 and the target (for example, the inter-vehicle distance) and the relative velocity and azimuth of the target with respect to the vehicle 1 based on the transmission wave and the reception wave. In the present embodiment, in place of the millimeter wave radar 22, a laser radar, an ultrasonic sensor, or the like may be used to measure the distance, relative velocity, and azimuth angle to the target. Also, a plurality of sensors may be used to construct a position and velocity measurement device.

The vehicle speed sensor 23 calculates the absolute speed of the vehicle 1.
The positioning system 24 is a GPS system and / or a gyro system, and calculates the position of the vehicle 1 (current vehicle position information).
The navigation system 25 stores map information inside, and can provide the ECU 10 with map information. The ECU 10 specifies a road, a traffic signal, a building, etc. present around the vehicle 1 (particularly, ahead of the traveling direction) based on the map information and the current vehicle position information. 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, to the engine control system 31, an engine output change request signal for requesting a change of the engine output.

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

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

  In the present embodiment, the driver can select the driving support mode via the operation unit (not shown). By selecting the driving support mode, the ECU 10 executes the driving support control. In the present embodiment, the driving support mode includes an automatic speed control mode. In this automatic speed control mode, the vehicle 1 is controlled to travel along the center of the lane while maintaining the set speed.

  In this automatic speed control mode, the ECU 10 repeatedly executes calculation of a target path including a target position and a target speed for a predetermined time (for example, 3 seconds). In this route calculation process, the ECU 10 sets a virtual baseline 5 (see FIG. 5 or the like) at the center of the lane from the both ends of the lane specified based on the image data from the camera 21 as the target position. Further, the ECU 10 sets the set speed set by the driver via the operation unit as the target speed. Then, the ECU 10 outputs a request signal to the engine control system 31, the brake control system 32, and the steering control system 33 so that the vehicle 1 travels along the target route thus calculated.

  Next, passing control of the present embodiment will be described based on FIGS. 2 to 4. FIG. 2 is an explanatory view of a velocity distribution area, FIG. 3 is an explanatory view showing a relationship between an allowable upper limit value of relative velocity and a clearance at a lateral position of an object, and FIG. 4 is an explanatory view explaining passing control. .

  Generally, when passing (or overtaking) an object on the road or in the vicinity of the road (for example, a preceding vehicle, a parked vehicle, a guardrail), the driver of the traveling vehicle travels in the lateral direction orthogonal to the traveling direction. Maintain a predetermined clearance or spacing (lateral distance) between the vehicle and the object, and decelerate to a speed at which the driver of the vehicle feels safe. Specifically, in order to avoid the danger that the preceding vehicle suddenly changes the course, the pedestrian comes out from the blind spot of the object, or the door of the parked vehicle opens, the smaller the clearance, the more The relative speed is reduced.

  In general, when approaching the preceding vehicle from the rear, the driver of the traveling vehicle adjusts the speed (relative speed) according to the inter-vehicle distance (longitudinal distance) along the traveling direction. Specifically, when the inter-vehicle distance is large, the approach speed (relative speed) is maintained large, but when the inter-vehicle distance is small, the approach speed is reduced. Then, at a predetermined inter-vehicle distance, the relative speed between both vehicles is zero. This is the same even if the preceding vehicle is a parked vehicle. In this way, the driver drives the vehicle to avoid danger, taking into consideration the relationship between the distance between the object and the vehicle (including the lateral distance and the longitudinal distance) and the relative speed. There is.

Therefore, in the present embodiment, as shown in FIG. 2, the vehicle 1 has a (lateral direction area around the object with respect to the object detected from the vehicle 1 (for example, the preceding vehicle 3 on the lane 2) , And the rear area and the front area), it is configured to set 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. In the velocity distribution area 40, an allowable upper limit value V _lim of the relative velocity is set at each point around the object. When the vehicle 1 is in operation of the driving support system, the relative upper limit to the object is limited by the allowable upper limit value V _lim in the speed distribution area 40.

As can be seen from FIG. 2, 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 object become smaller (closer to the object). Also, in FIG. 2, equal relative velocity lines connecting points having the same allowable upper limit value are shown for easy understanding. The equal relative speed lines a, b, c, d correspond to 0 km / h, 20 km / h, 40 km / h, and 60 km / h, respectively, of the allowable upper limit value V _lim .

  Although FIG. 2 shows the speed distribution area 40 where the allowable upper limit is up to 60 km / h, the speed distribution area 40 can be further increased up to a relatively high speed in consideration of passing with the oncoming vehicle traveling on the opposite lane. Can be set.

As shown in FIG. 3, when the vehicle 1 travels at a certain absolute speed, the allowable upper limit value V _lim set in the lateral direction of the object is 0 (zero) until the clearance X is D ₀ (safety distance). It is km / h, and increases quadratically above D ₀ (V _lim = k (X−D ₀ ) ² , where X ≧ D ₀ ). That is, since the safety clearance X is the relative speed becomes zero at D ₀ below. On the other hand, the clearance X is D ₀ or more, the clearance is larger, the vehicle 1 makes it possible to pass each other at a large relative speed.

In the example of FIG. 3, the allowable upper limit value in the lateral direction of the object is _defined by V _lim = f (X) = k (X−D ₀ ) ² . Here, k is a gain coefficient related to the degree of change of V _lim with respect to X. In the present embodiment, the gain coefficient and the safety distance are set to predetermined values (fixed values) regardless of the type of the object (for example, a vehicle, a motorcycle, a pedestrian, etc.). Therefore, the velocity distribution area 40 is set similarly, regardless of the type of the object. Note that the gain coefficient and the safety distance may be set in accordance with the type of the object or the like.

In the present embodiment, V _lim is _defined to include the safe distance and be a quadratic function of X. However, the present invention is not limited to this, and V _lim may not include the safe distance. It may be defined by another function (for example, a linear function etc.). Further, although the allowable upper limit value V _{lim in} the lateral direction of the object has been described with reference to FIG. 3, the same may be applied to all radial directions including the longitudinal direction of the object. At that time, the coefficient k and the safe distance D ₀ can be set in accordance with the direction from the object.

  Further, as shown in FIG. 4, when there are a plurality of objects, velocity distribution regions are set for each object. In the example of FIG. 4, speed distribution regions 40A and 40B are set for the vehicles 3A and 3B traveling in front of the vehicle 1.

  In FIG. 4, since the inter-vehicle distance between the vehicle 3A and the vehicle 3B is short, the equal relative velocity line d of the velocity distribution region 40A and the equal relative velocity line d of the velocity distribution region 40B overlap each other. Therefore, when the vehicle 1 passes a route (for example, routes R1, R2, etc.) passing between the vehicles 3A, 3B, the relative velocity of the vehicle 1 is limited by the two velocity distribution areas 40A, 40B. Specifically, the relative speed of the vehicle 1 is limited by the smaller allowable upper limit value among the allowable upper limit values defined in the two speed distribution areas 40A and 40B. Therefore, in fact, in the region where the equal relative velocity lines overlap, the equal relative velocity lines are set in such a manner as to smoothly connect the two approximately equal relative relative velocity lines.

  In the route calculation process in the driving support mode, when the velocity distribution area is set, the ECU 10 executes the correction process of the target route based on the set velocity distribution area. That is, when overtaking the target, the ECU 10 corrects the target position and / or the target velocity so as not to exceed the allowable upper limit of the relative velocity defined in all the set velocity distribution regions (40A, 40B). . Thereby, the target position is set sideways (laterally) than the baseline if necessary. In addition, the target speed is set to a speed that does not exceed the allowable upper limit, if necessary, below the set speed.

  In the present embodiment, in connection with the route correction processing, the driver goes straight ahead priority mode (or shortest distance priority mode) with less intervention of the steering control when overtaking the object, or when overtaking the object. A speed priority mode with less speed control (speed reduction) intervention can be selected via the operating unit.

  The route R1 is an example of a route calculated when the straight advance priority mode is set. In this example, the vehicle 1 is traveling at a set speed, and travels on the current traveling route (i.e., route R1) to overtake the vehicles 3A and 3B. At the longitudinal position A, the relative velocity to the vehicle 3A is limited by the allowable upper limit of about 0 km / h, and the relative velocity to the vehicle 3B is restricted by the allowable upper limit of about 60 km / h. Further, at the longitudinal position B, the relative velocity with respect to the vehicles 3A and 3B is limited by the allowable upper limit value of about 50 km / h. Accordingly, on the route R1, the vehicle 1 decelerates and accelerates at a set speed or less to overtake the vehicles 3A and 3B, and then travels at the set speed. In this example, the ECU 10 outputs an engine output change request signal and a brake request signal to the engine control system 31 and the brake control system 32, respectively.

The route R2 is an example of a route calculated when the speed priority mode is set. In this speed priority mode, a decrease in vehicle speed from the set speed is suppressed. The route R2 is, for example, a route in which the vehicle 1 traveling at a relative speed of 60 km / h continuously passes a point where the allowable upper limit value V _lim is maximum with the vehicle speed at that time as the upper limit value. Therefore, when the vehicle 1 travels the route R2, since the route R2 is along the equal relative speed line d of the vehicle 3A until reaching the equal relative speed line d of the vehicle 3B, the allowable upper limit value V _lim is 60 km Maintained at / h. Then, in the equal relative velocity line d of the vehicle 3B, the route R2 continuously crosses the x-direction position which is the maximum value of the allowable upper limit value V _lim of the two velocity distribution regions 40A and 40B.

  Therefore, when traveling on the route R2, the ECU 10 outputs a steering direction change request signal to the steering control system 33 so as to travel on the route R2. Further, the ECU 10 outputs an engine output change request signal and a brake request signal to the engine control system 31 and the brake control system 32, respectively, so as to maintain the target speed set at each position on the route R2.

  In addition to the straight traveling priority mode and the speed priority mode described above, a mode other than the routes R1 and R2 may be calculated as a mode according to the driver's preference can be input to the operation unit. For example, the route can be calculated using the variation width of longitudinal acceleration (longitudinal G) and the variation width of lateral acceleration (lateral G) on the route as parameters.

  Next, with reference to FIGS. 5-11, the selection method of the target object which sets a velocity distribution area | region in this embodiment is demonstrated. 5 is an explanatory view showing a traveling state of the vehicle, FIG. 6 is an explanatory view of an object selecting process, FIG. 7 is an explanatory view showing another traveling state of the vehicle, and FIG. 8 is an explanatory view of the object selecting process, FIG. 10 is an explanatory view of an object selecting process according to a modification, FIG. 10 is an explanatory view showing a traveling state of a vehicle for another modification, and FIG. 11 is an explanatory view of an object selecting process according to another modification .

  If the velocity distribution area is set for a large number of objects, the calculation load of the route calculation processing described with reference to FIG. 4 becomes high, and the ECU 10 may not be able to execute the route calculation processing within a predetermined calculation time. There is. Therefore, in the present embodiment, a predetermined number of targets (target objects) are selected from a large number of detected targets, and the velocity distribution area is set only for the selected targets. Specifically, up to five targets are selected as objects. The number of selected objects is not limited to five, and may be two or more and a predetermined finite number (for example, five) or less.

  FIG. 5 shows a situation where the vehicle 1 is traveling in the lane 2A. The ECU 10 detects the end portions (division lines) 4a and 4b on both sides of the lane 2A based on the image data from the camera 21, and sets the baseline 5 at the center of the lane 2A. Furthermore, the ECU 10 calculates the distance W of the demarcation lines 4a and 4b (the lane width of the lane 2A), and based on the distance W, virtual demarcation lines 4c and 4d in the lateral direction of the demarcation lines 4a and 4b. Is set. That is, the virtual demarcation lines 4c and 4d are separated outward from the demarcation lines 4a and 4b by the distance W.

  The ECU 10 sets a detection area 6a between the dividing lines 4a and 4b on both sides, a detection area 6b between the dividing line 4b and the virtual dividing line 4c, and a detection area 6c between the dividing line 4a and the virtual dividing line 4d. Targets present in these detection areas are to be detected. In the example of FIG. 5, two traveling vehicles (targets T2 and T5) are traveling in front of the vehicle 1 in the detection area 6a (that is, the lane 2A). In addition, a traveling vehicle (target T1) and a pedestrian (target T7) are present in the detection area 6b (the opposite lane 2B on the right side). Further, pedestrians (targets T3 and T4) and a stopped vehicle (target T6) are present in the detection area 6c (area 2C on the left side (sidewalk, road)). In FIG. 5, the targets T1 to T7 are numbered in ascending order of linear distance from the vehicle 1 for easy understanding. The respective linear distances are as shown in FIG.

  In the present embodiment, in principle, a target that is likely to collide with or approach the vehicle 1 is selected as the target. For this reason, in the present embodiment, in principle, a target having a small linear distance from the vehicle 1 is selected. However, a target located forward in the same lane 2A (detection area 6a) as the vehicle 1 is more likely to approach than a target located on the side of the vehicle 1 (detection areas 6b and 6c). Therefore, regardless of the linear distance, the target in the detection area 6a is preferentially selected. In addition, even for targets located in the detection area 6a, a maximum of two targets is sufficient for considering the approach. Therefore, when there are a plurality of targets in the detection area 6a, only the two closest targets are selected.

  Therefore, in the example of FIG. 5, as shown in FIG. 6, two targets T2 and T5 (priorities 1 and 2) located in the detection area 6a are preferentially selected as objects (forward priority). Then, three targets T1, T3 and T4 (priorities 3, 4 and 5) having the smallest linear distance are selected so that a maximum of five targets in total are selected. Therefore, for example, when only one target is present in the detection area 6a, at most four targets are selected from the detection areas 6b and 6c. In addition, a high priority may be provided as the linear distance is smaller except for a target with priority on the front, and the target may be selected according to the given priority. In FIG. 5, the five selected targets T2, T5, T1, T3 and T4 are highlighted.

  A modification is described with reference to FIGS. 7 and 8. FIG. 7 shows a situation different from FIG. 5, in which targets T1 to T9 are detected. As shown in FIG. 8, also in this example, two targets T6 and T9 located in front (detection area 6a) are preferentially selected (forward priority), and the remaining three targets T1 to T3 are straight lines. It is selected according to the distance. Since the front objects T6 and T9 are selected preferentially, objects T4, T5, T7 and T8 whose linear distance is smaller than these are not selected. In FIG. 7, five selected targets T6, T9, T1 to T3 are highlighted.

  A modified example will be described with reference to FIGS. 7 and 9. In the example of FIG. 7, objects may be selected based on the priorities calculated for each target. Therefore, as shown in FIG. 9, the final score is calculated by adding the forward position correction value for prioritizing the front target to the distance score set according to the linear distance, and based on this final score You may select an object. In the example of FIG. 9, the distance score "50" is given to the target T1 having the shortest linear distance, and "45", "40",... Are given to the second and subsequent targets in order. Furthermore, the front position correction value "+30" is given to the nearest targets T6 and T9 (two at the maximum) located forward.

  In the example of FIG. 9, five targets T6, T1, T2, T9, and T3 having the highest final score are selected based on the final score (priority) calculated in this manner. In this example, even if the linear distance of the front target is large, the front target is preferentially selected by using the front position correction value.

  Another modified example will be described with reference to FIGS. 10 and 11. FIG. 10 shows an example in which targets T1 to T9 similar to those in FIG. 7 exist, but the priority of selection is corrected according to the type of the target. In this example, the linear distance itself indicates priority. Also, in this example, pedestrians are selected in preference to vehicles. For this reason, as shown in FIG. 11, the linear distance between the targets T2 and T4, which are pedestrians, is reduced by "-5" (m). As a result, the correction distance of the target T4 (pedestrian) is smaller than the correction distance of the target T3 (vehicle). That is, it is evaluated that the target T4 is closer to the target T3. Therefore, in this example, targets T6 and T9 which are preferentially selected by the front priority and three targets T1, T2 and T4 which have the smallest correction distance are selected as the objects. In FIG. 10, the five selected targets T6, T9, T1, T2 and T4 are highlighted.

  In the examples of FIGS. 10 and 11, the linear distance itself is the priority, but as in the example of FIG. 9, the forward position correction value or the type correction value ( For example, a final score may be calculated by adding “+10”), and an object may be selected based on the final score.

  Next, with reference to FIG. 12, a flow of processing of driving support control of the present embodiment will be described. FIG. 12 is a process flow of the vehicle control device. Note that this process flow shows a process flow including a modification. When the modification is not included, part of the processing steps can be omitted.

  The ECU 10 repeatedly executes the process flow of FIG. 12 every predetermined time (for example, 0.1 to 0.3 seconds). It is assumed that the driving support mode is selected by the driver and the set speed is set.

  First, the ECU 10 (data acquisition unit) of the vehicle 1 acquires various data from a plurality of sensors (S10). In this process, the ECU 10 receives image data obtained by imaging the front of the vehicle 1 from the on-vehicle camera 21, receives measurement data from the millimeter wave radar 22, and receives vehicle speed data from the vehicle speed sensor 23.

  Then, the ECU 10 (target detection unit) executes image processing of the image data to set the detection regions 6a to 6c, and detect targets in these detection regions based on the image data and the measurement data. , And its type (S11). The ECU 10 specifies in which detection area the detected target is located.

  Furthermore, the ECU 10 acquires the linear distance from the vehicle 1 to the detected target, the position of the target, and the relative velocity based on the measurement data. The position of the target includes the y-direction position (longitudinal distance) along the traveling direction of the vehicle 1 and the x-direction position (horizontal distance) along the lateral direction orthogonal to the traveling direction. By this processing, the detected targets are numbered sequentially from the target having the smallest linear distance (T1, T2, T3...).

  Next, the ECU 10 (target object selection unit) executes target object selection processing in steps S12 to S14. First, the ECU 10 (target object selection unit) calculates the priority for the detected target according to the linear distance and the position (forward or side) (S12). Therefore, the ECU 10 first gives priority to the targets according to the linear distance, but selects targets (two at the maximum) located in front of the vehicle 1 among the targets regardless of the priorities. For example, in the example of FIG. 6 and FIG. 8, in order to select the front two targets preferentially, the priorities 1 and 2 are given to these, and except for the prioritized front targets, linear distance of The three smallest targets are given priorities 3-5. Further, in the example of FIG. 9, a distance score corresponding to the linear distance is given to the detected targets, and in order to select two targets in front of them preferentially, a front position correction value is given to them. .

  Furthermore, the ECU 10 (target object selection unit) corrects the priority of the detected target according to the type of the target (S13). For example, in the example of FIG. 11, in order to preferentially select the targets T2 and T4 which are pedestrians, the linear distances of these targets are corrected by the type correction value.

  The ECU 10 (object selection unit) determines a predetermined number of objects from among the detected targets according to the priority (S14). That is, the ECU 10 sets the priority according to the priority (for example, the final score in FIG. 9, the correction distance in FIG. 11) set by the linear distance (S12), the position (S12), and the type (S13). Select up to five targets from the high priority targets, and set them as objects.

  Next, the ECU 10 (speed distribution area setting unit) sets the speed distribution area 40 for each of the determined objects (S15). Then, the ECU 10 (path calculation unit) corrects the initially set path (baseline, set speed) based on all of the set speed distribution areas 40, and corrects the corrected path (for example, paths R1 and R2 in FIG. 4). ) Is calculated (S16).

  Then, the ECU 10 (behavior control execution unit) outputs a request signal to the engine control system 31, the brake control system 32, and the steering control system 33 so that the vehicle 1 travels the calculated route (S17). End the process.

Next, the operation of the vehicle control device (ECU) 10 of the present embodiment will be described.
The vehicle control unit (ECU) 10 of the present embodiment sets a velocity distribution area 40 which defines the distribution of the allowable upper limit value V _lim of the relative velocity with respect to the target object around the predetermined target object. Speed control (engine control, brake control) and / or steering control (steering control) of the vehicle 1 is performed so as not to exceed the allowable upper limit value V _lim .

  The vehicle control device 10 executes a selection process (S12 to S14) of selecting two or more targets from among the targets (T1, T2,...) Present around the vehicle 1 as a predetermined target. In this selection process, the target on the side of the lane 2A where the vehicle 1 is traveling (for example, in FIG. 7, T4, T5, T7 in FIG. 7), on the lane 2A where the vehicle 1 is traveling Targets existing ahead (for example, T6 and T9 in FIG. 7) are preferentially selected.

  Targets located in front of targets located on the side of the vehicle 1 are more likely to collide or approach. Therefore, in the present embodiment, instead of setting the velocity distribution area 40 for all the detected targets, the target in front of which the collision possibility is higher is prioritized as the setting object of the speed distribution area 40. Are configured to be selected. Thus, in the present embodiment, the possibility of collision with surrounding targets can be reliably reduced while suppressing an increase in the calculation load of the ECU 10.

  Further, in the present embodiment, the selection processing is processing of setting a higher priority for a target having a smaller linear distance between the vehicle 1 and the target (S12), and a target having the highest priority in order of 2 or more. A process of selecting targets (S14), the process of selecting at least one target existing in front of the lane 2A in which the vehicle 1 is traveling regardless of the set priority (S12; “forward priority” in FIGS. 6, 8 and 11).

  The smaller the linear distance from the vehicle 1, the higher the possibility of collision with the vehicle 1. For this reason, in the present embodiment, the higher the linear distance is, the higher the priority is set to facilitate selection as an object. On the other hand, in the present embodiment, regardless of the priority according to such a straight line distance, at least one target with high collision possibility existing in front of the vehicle 1 is selected. Thus, in the present embodiment, the possibility of collision with surrounding targets can be reliably reduced while suppressing an increase in the calculation load of the ECU 10.

  Further, in the present embodiment, the selection processing is processing of setting a higher priority for a target having a smaller linear distance between the vehicle 1 and the target (S12), and a target having the highest priority in order of 2 or more. A process of selecting a target (S14), the process of correcting the priority of a target existing ahead of the lane 2A in which the vehicle 1 is traveling to a higher priority (S12; FIG. 9 further includes “forward position correction value”.

  As described above, in the present embodiment, processing is performed to correct the priority of the front target having a high possibility of collision to a higher priority. Thus, in the present embodiment, the possibility of collision with surrounding targets can be reliably reduced while suppressing an increase in the calculation load of the ECU 10.

Further, in the present embodiment, the velocity distribution area 40 is set to the velocity distribution area of the same allowable upper limit value V _lim for the object regardless of the type including the pedestrian and the vehicle, and the selection process It further includes a process (S13) of setting the priority of the target to a higher priority than when the target is a vehicle. As described above, in the present embodiment, the velocity distribution area 40 is set based on the same reference regardless of the type of the target, so that the increase in the calculation load is suppressed. Furthermore, for pedestrians rather than vehicles, contact or approach should be avoided when passing or passing. Therefore, in the present embodiment, the pedestrian is preferentially selected as the object by executing the correction to increase the priority for the pedestrian.

  Further, in the present embodiment, in the selection process, a predetermined number (five in the present example) of targets are selected as the predetermined objects. As described above, in the present embodiment, by limiting the number of objects to a predetermined number, it is possible to achieve well-balanced control of increase in calculation load of the ECU 10 and reduction of the possibility of collision with surrounding targets.

1, 3, 3A, 3B Vehicle 2, 2A, 2B Lane 4a, 4b Sectioning line 4c, 4d Virtual sectioning line 5 Baseline 6a, 6b, 6c Detection area 10 Vehicle control unit (ECU)
40, 40A, 40B Speed distribution area 100 Vehicle control system a, b, c, d Equal relative speed line R1, R2 Path T1 to T9 Object

Claims (5)

A velocity distribution area defining the distribution of the allowable upper limit of the relative velocity to the object is set around a predetermined object, and the speed control and / or steering of the vehicle is performed so as not to exceed the allowable upper limit of this velocity distribution area. A vehicle control device for performing control,
The vehicle control device executes a selection process of selecting two or more targets from among targets existing around the vehicle as the predetermined object, and in the selection process, the vehicle is traveling A vehicle control apparatus, which prioritizes and selects targets existing ahead on a lane in which the vehicle is traveling, over targets existing on the side of a lane. The selection process includes a process of setting a higher priority as the target has a smaller linear distance between the vehicle and the target, and a process of selecting two or more targets in order from the target having the highest priority. Including
The vehicle control device according to claim 1, wherein the selection process further includes a process of selecting at least one target existing in front of a lane in which the vehicle is traveling regardless of the set priority. The selection process includes a process of setting a higher priority as the target has a smaller linear distance between the vehicle and the target, and a process of selecting two or more targets in order from the target having the highest priority. Including
The vehicle control device according to claim 1, wherein the selection process further includes a process of correcting the priority of a target present ahead of a lane in which the vehicle is traveling to a higher priority. In the speed distribution area, regardless of the type including pedestrians and vehicles, a speed distribution area having the same allowable upper limit value is set for the object,
The vehicle control device according to any one of claims 1 to 3, wherein the selection process further includes a process of correcting the priority of the target to a higher priority when the target is a pedestrian.   The vehicle control device according to any one of claims 1 to 4, wherein a predetermined number of targets are selected as the predetermined objects in the selection process.