JP5540938B2 - Vehicle control apparatus and vehicle control method - Google Patents

Description

  The present invention relates to a vehicle control technique for providing driving support for obstacles around a host vehicle.

As driving assistance for obstacles around the host vehicle, there is a technique described in Patent Document 1, for example.
In Patent Document 1, the distance to an obstacle in front of or behind the host vehicle is detected, and automatic braking is performed when the detected distance is less than a predetermined distance and the approach speed to the obstacle exceeds a predetermined speed. It is disclosed to start and assist the driver's driving. In Patent Document 1, as an example of the driving assistance, interrupt parking is taken as an example.

Japanese Patent Laid-Open No. 11-314564

  However, for example, after the driver stops the vehicle in the vicinity of the obstacle and finishes driving, the distance between the vehicle and the obstacle is visually confirmed by getting out of the vehicle, and driving is started again. There is a case where a driving operation is performed to reduce the distance from the obstacle. As described above, when the driver recognizes the distance and the positional relationship between the host vehicle and the obstacle, when the automatic braking for driving assistance is started as in Patent Document 1, the driver feels uncomfortable. There is a challenge to remember.

  The present invention has been made paying attention to the above points, and an object of the present invention is to provide a vehicle control technology that can more appropriately implement driving support for obstacles around the host vehicle.

  In order to solve the above-described problem, the present invention determines that the distance to an obstacle around the host vehicle is equal to or less than a preset control start distance, and the vehicle toward the obstacle becomes less than the control start distance. When it is determined that the driver has started driving the vehicle from the state in which the driving of the host vehicle is finished when performing driving support control that supports driving by suppressing the movement of the vehicle, after driving is started The driving support control is suppressed during a preset suppression time.

  According to the present invention, when driving of the host vehicle is started from a state where the driver has finished driving, the driver's driving support for obstacles around the host vehicle is estimated to be unnecessary after starting driving. The driving support control is suppressed until the time elapses. Thus, by suppressing the driving support control in a scene where the driving support control is considered unnecessary, it is possible to reduce a sense of discomfort to the driver.

It is a figure which shows the structure of the vehicle which concerns on embodiment based on this invention. It is a figure which shows the structure of the vehicle control apparatus which concerns on embodiment based on this invention. It is a figure which shows the structure of the own vehicle information acquisition part which concerns on embodiment based on this invention. It is a figure which shows the structure of the periphery information acquisition part which concerns on embodiment based on this invention. It is a figure which shows the structure of the control determination information calculating part which concerns on embodiment based on this invention. It is a figure which shows the structure of the control suppression determination part which concerns on embodiment based on this invention. It is a figure which shows the process of the same obstacle determination means which concerns on embodiment based on this invention. It is a figure which shows the process of the control suppression determination part which concerns on embodiment based on this invention. It is a figure which shows the example of the relationship between the distance of an obstruction, and suppression time. It is a figure which shows the example of the relationship between a movement distance and suppression time. It is a figure which shows the example of the relationship between relative speed and suppression time. It is a figure which shows the example of the relationship between the distance with an obstruction, and brake pressure.

Next, embodiments of the present invention will be described with reference to the drawings.
(Constitution)
As shown in FIG. 1, the host vehicle 1 includes a vehicle control device 2, an instruction switch 3 that is instructed by the driver to turn on / off driving support control, a brake lamp 4, an accelerator pedal. An accelerator opening sensor 5 for detecting an accelerator opening (accelerator pedal operation position) installed on the brake pedal, a brake pedal position sensor 6 for detecting a brake pedal position (brake pedal operation position) installed on a brake pedal, and a transmission A shift position sensor 9 for detecting the shift range (P, R, N, D shift range), a steering sensor 10 for detecting the steering angle of the steering, and a wheel rotation speed (wheel speed) installed on each wheel. Wheel speed sensor 11, acceleration / deceleration sensor 12 for detecting acceleration / deceleration of own vehicle 1, start of vehicle drive device / Ignition switch 18 by the driver stop to operate, peripheral obstacle detecting device 13, the driving force generator 14, a braking force generating device 15, the accelerator pedal reaction force generating device 16, and the notification unit 17, is mounted.

  As shown in FIG. 2, the vehicle control apparatus 2 includes a host vehicle information acquisition unit 100, a peripheral information acquisition unit 200, and a main control unit 300. The vehicle control device 2 performs driving support through the braking force generation device 15, the accelerator pedal reaction force generation device 16, the notification device 17, and the driving force generation device 14.

  The surrounding obstacle detection device 13 constitutes an obstacle detection means for detecting an obstacle BLK around the host vehicle. The peripheral obstacle detection device 13 is a sensor that emits an outgoing wave such as an electromagnetic wave or a sound wave and receives a reflected wave in a predetermined area, such as a sonar or a laser distance meter mounted on the host vehicle 1. The peripheral obstacle detection device 13 may be a camera that images a predetermined area. In the present embodiment, the peripheral obstacle detection device 13 will be described below as a sensor that emits an outgoing wave to a predetermined area and receives a reflected wave. Moreover, in this embodiment, it is set as the case where the obstacle BLK which exists behind the own vehicle 1 is made into the control object among the detection by the surrounding obstacle detection apparatus 13. FIG. Of course, the obstacle BLK existing in front of the host vehicle 1 or on the side of the host vehicle 1 may be controlled.

(Own vehicle information acquisition unit 100)
The own vehicle information acquisition unit 100 acquires information about the own vehicle 1. As shown in FIG. 3, the host vehicle information acquisition unit 100 of the present embodiment includes a host vehicle speed calculation unit 102, a SW operation recognition unit 106, a steer angle calculation unit 108, and a host vehicle information output unit 111.

The wheel speed acquisition unit 101 acquires the rotation speed of the wheel detected by the wheel speed sensor 11 installed in each wheel.
The host vehicle speed calculation unit 102 calculates the host vehicle speed based on the tire radius of the host vehicle 1 and the wheel speed detected by the wheel speed sensor 11. When calculating the host vehicle speed, filter processing and averaging processing may be performed as necessary. In addition, the host vehicle speed calculation unit 102 integrates the host vehicle speed and calculates the travel distance of the host vehicle.

  The SW operation recognition unit 106 detects and outputs the ON / OFF state of the instruction switch 3 operated by the driver. Further, the SW operation recognition unit 106 detects and outputs the ON / OFF state of the ignition switch 18.

  Here, the ignition switch 18 is an operator that is operated by the driver to instruct ON / OFF with respect to the start of the host vehicle drive device in order to start and stop the operation of the host vehicle 1. For example, in the case of the own vehicle 1 driven by the engine, it becomes an operator for instructing ON / OFF of the engine start, and in the case of the own vehicle 1 driven by the motor, it becomes an operator for instructing ON / OFF of the motor start. . In the case of the hybrid host vehicle 1, for example, it is an operator that instructs ON / OFF of starting of the main drive source.

The steering angle acquisition unit 107 acquires and outputs the steering angle detected by the steering sensor 10 in order to acquire the steering angle.
The steering angle calculation unit 108 outputs the steering angle detected by the steering sensor 10 as it is, or outputs it by performing, for example, filter processing for removing noise as necessary.

The acceleration / deceleration acquisition unit 109 acquires and outputs the acceleration / deceleration of the host vehicle 1 detected by the acceleration / deceleration sensor 12.
The acceleration / deceleration calculation unit 110 outputs the acceleration / deceleration of the host vehicle 1 detected by the acceleration / deceleration sensor 12 as it is, or performs, for example, filter processing for removing noise as necessary.

  The own vehicle information output unit 111 includes the own vehicle speed calculated by the own vehicle speed calculation unit 102, the accelerator opening detected by the accelerator opening sensor 5, the brake pedal position 4 detected by the brake pedal position sensor 6, The shift range detected by the shift position sensor 9, the ON / OFF state of the instruction switch 3 detected by the SW operation recognition unit 106, the ON / OFF state of the ignition switch 18, and the steering angle output from the steering angle calculation unit 108 The acceleration / deceleration of the host vehicle 1 output from the acceleration / deceleration calculation unit is output to the system state selection unit 400 and the control determination information calculation unit 500.

  Note that the host vehicle information acquisition unit 100 may acquire other host vehicle information. Further, depending on the system configuration, it may be configured such that unnecessary own vehicle information is not acquired.

(Peripheral information acquisition unit 200)
Next, as shown in FIG. 4, the peripheral information acquisition unit 200 includes a peripheral obstacle detection information acquisition unit 201, a relative speed estimation unit 202, a relative distance estimation unit 203 that constitutes a distance detection unit, and an obstacle presence / absence determination unit 204. And a peripheral information output unit 205.

The peripheral obstacle detection information acquisition unit 201 acquires time (hereinafter referred to as reflection time) from when the peripheral obstacle detection device 13 emits the outgoing wave until receiving the reflected wave.
The relative distance estimation unit 203 calculates a relative distance of the target obstacle BLK to the host vehicle (a distance from the host vehicle to the target obstacle BLK) based on the reflection time acquired by the surrounding obstacle detection information acquisition unit 201. And output. Here, the relative distance estimation unit 203 may detect the shape of the obstacle by calculating the distance from the host vehicle to a plurality of parts of the obstacle. When the peripheral obstacle detection device 3 is a camera, the relative distance can be calculated based on the position of the obstacle in the captured image. Further, the relative distance estimation unit 203 performs filter processing such as noise removal as necessary. Here, when a plurality of obstacles F are detected, the relative distance estimation unit 203 detects the relative distance using the obstacle closest to the host vehicle as the target obstacle BLK.

  Based on the reflection time acquired by the surrounding obstacle detection information acquisition unit 201, the relative speed estimation unit 202 calculates the relative distance of the target obstacle BLK with respect to the host vehicle, differentiates the relative distance, and calculates the target obstacle. The relative speed of BLK with respect to the host vehicle is calculated and output. When a millimeter wave radar or the like is used for the peripheral obstacle detection device 3, it is not necessary to calculate the relative distance because the relative speed can be detected from the frequency of the reflected wave. Further, the relative speed may be calculated based on the relative distance calculated by the relative distance estimation unit 203. Further, the relative speed estimation unit 202 performs filter processing such as noise removal as necessary.

  The obstacle presence / absence determination unit 204 determines the presence / absence of the target obstacle BLK based on the reflection time acquired by the peripheral obstacle detection information acquisition unit 201 and outputs a determination result. For example, if the reflection time acquired by the peripheral obstacle detection information acquisition unit 201 is infinite (that is, no reflected wave is detected), or is longer than a predetermined time, it is determined that there is no obstacle BLK. If it is less than a predetermined time, it is determined that an obstacle exists.

  The peripheral information output unit 205 outputs the output values of the relative speed estimation unit 202, the relative distance estimation unit 203, and the obstacle presence / absence determination unit 204 to the system state selection unit 400 and the control determination information calculation unit 500.

(Main control unit 300)
As shown in FIG. 2, the main control unit 300 includes a system state selection unit 400, a control determination information calculation unit 500, and driving support means 600. The driving support means 600 includes a braking control operation determination unit 610, a braking control unit 620, an accelerator pedal operation reaction force determination unit 630, an accelerator pedal operation reaction force control unit 640, a notification determination unit 650, a notification control unit 660, and a driving force control determination. Unit 670 and driving force control unit 680.

(System state selection unit 400)
Based on information from the SW operation recognition unit 106 of the host vehicle information acquisition unit 100, the system state selection unit 400 uses the switch sensor 3 installed in the host vehicle 1 to determine the system state (whether or not to execute driving support control). State) is determined to be ON (ST-FLG = ON) or OFF (ST-FLG = OFF).

The control determination information calculation unit 500 performs the control calculation when all of the following conditions are satisfied.
(1) Shift range is R range (reverse drive range)
(2) Instruction switch 3 for driving support operation is ON

Here, in this embodiment, since the obstacle BLK existing behind the host vehicle 1 is targeted, the determination is made under the condition (1), but the obstacle BLK and the like ahead of the host vehicle 1 are also targeted. In this case, the condition (1) may be “the shift range is the drive range (D range)”.
In addition to the above conditions, at least one of “vehicle speed <preset vehicle speed” and “steering angle <preset steering angle” may be added to the condition for turning on the system state.

(Control determination information calculation unit 500)
The control determination information calculation unit 500 performs control start distance setting and suppression determination. As shown in FIG. 5, the control determination information calculation unit 500 includes a target stop distance calculation unit 510, a braking control working distance calculation unit 520, an accelerator pedal reaction force working distance calculation unit 530, a notification working distance calculation unit 540, and a driving force control. A working distance calculation unit 550 and a control suppression determination unit 560 are provided.

The target stop distance calculation unit 510 sets a target stop distance Ls. The target stop distance Ls is a preset value. The target stop distance Ls may be set and changed according to, for example, the host vehicle speed, and may be set to increase as the host vehicle speed increases, for example.
The braking control operating distance calculation unit 520 sets a braking control operating distance Lsb as a control starting distance for applying a braking force as driving support control. In the braking control working distance calculation unit 520 of the present embodiment, the braking control working distance Lsb is obtained by adding the working distance according to the vehicle speed to the target stop distance Ls calculated by the target stop distance calculation unit 510 as shown in the following formula. calculate.

Braking control working distance Lsb = target stopping distance Ls + working distance according to vehicle speed Here, the “working distance according to vehicle speed” is set to a larger value as the vehicle speed increases. As a result, the host vehicle 1 stops at a position close to the target stop distance Ls regardless of the vehicle speed. The “working distance according to the vehicle speed” may be changed based on the relative inter-vehicle time calculated from the relative distance to the obstacle BLK and the relative speed.

  The accelerator pedal reaction force operating distance calculation unit 530 sets an accelerator pedal reaction force operating distance Lsa as a control start distance for applying an accelerator pedal reaction force as driving support control. In the accelerator pedal reaction force working distance calculation unit 530 of the present embodiment, the accelerator pedal reaction force working distance Lsa is calculated by adding the idle running distance corresponding to the vehicle speed to the braking control working distance Lsb as shown in the following equation. The “idle distance according to the vehicle speed” becomes longer as the vehicle speed increases.

Accelerator pedal reaction force working distance Lsa
= Braking control operating distance Lsb + idling distance according to vehicle speed

  The notification working distance calculation unit 540 sets a notification working distance Lsh as a control start distance for performing notification as driving support control. The notification working distance calculation unit 540 of the present embodiment calculates the notification working distance Lsh by adding an idle travel distance according to the vehicle speed to the braking control working distance Lsb as in the following equation.

    Notification working distance Lsh = braking control working distance Lsb + idle running distance according to vehicle speed

  The driving force control working distance calculation unit 550 sets a driving force control working distance Lsf as a control start distance for suppressing increase in driving force as driving support control. The driving force control working distance calculation unit 550 of the present embodiment calculates the driving force control working distance Lsf by adding an idle running distance corresponding to the vehicle speed to the braking control working distance Lsb as shown in the following equation.

Driving force control working distance Lsf = braking control working distance Lsb + idle running distance according to vehicle speed Here, in this embodiment, the obstacle BLK is set by setting each control start distance (supporting working distance) as described above. When approaching, the driving force suppression control, the notification to the driver, and the accelerator pedal reaction force control are activated first, and then the braking force application control is activated.

(Control suppression determination unit 560)
The control suppression determination unit 560 determines whether to suppress driving support control based on information from the host vehicle information acquisition unit 100 and the surrounding information acquisition unit 200. As shown in FIG. 6, the control suppression determination unit 560 includes an operation start determination unit 561, an operation end determination unit 562, the same obstacle determination unit 563, a suppression determination unit body 565, and a suppression release determination unit 564.

The driving start determination unit 561 determines whether or not the driver has started driving the host vehicle 1.
The operation start determination unit 561 of the present embodiment determines that the operation is started when at least one of the following conditions a to c is satisfied.
a: When an operation to start the own vehicle drive device by the occupant is detected b: When it is determined that the host vehicle 1 that has been stopped has moved c: The shift range has changed from the non-drive range to the drive range When detected

  Here, the start operation of the own vehicle drive device by the occupant, which is the condition a, is detected by detecting that the state of the ignition switch 18 output from the own vehicle information acquisition unit 100 is changed from ON to OFF. Can be detected. In addition, the movement of the host vehicle 1 that is the condition of the above b is detected when the vehicle speed output from the host vehicle information acquisition unit 100 exceeds the vehicle speed that can be estimated that the host vehicle has moved from the state of 0, It can be determined by detecting that the amount of movement from the stop state (the state where the host vehicle speed is 0) has moved beyond the amount of movement that can be estimated that the host vehicle has moved. Furthermore, the fact that the shift range which is the condition of c has changed from the non-driving range to the driving range is that the shift range output from the own vehicle information acquisition unit 100 is the driving range from the P or N range which is the non-driving range. It can be detected by detecting the change to the R range.

The operation end determination unit 562 determines that the operation is ended when at least one of the following conditions e to g is satisfied.
e: When an operation from the start to the stop of the own vehicle drive device by the occupant is detected,
f: When it is determined that the moving vehicle 1 has stopped. g: When it is detected that the shift range has changed from the drive range to the non-drive range.

  Here, the determinations of e to g can be made based on the information output from the own vehicle information acquisition unit 100, similarly to the conditions a to c. In other words, the operation from the start to the stop of the host vehicle drive device by the occupant, which is the condition e, can be detected by detecting that the state of the ignition switch 18 is changed from OFF to ON. Further, the determination that the moving vehicle 1 that has been moving, which is the condition of f, is less than the vehicle speed that can be estimated that the vehicle has moved from the vehicle speed that can be estimated that the vehicle has moved (for example, vehicle speed 0) ) Or by detecting that it is no longer detected from the state in which the amount of movement of the host vehicle is detected. Furthermore, the fact that the shift range which is the condition of g has changed from the driving range to the non-driving range is to detect that the shift range has changed from the R range which is the driving range to the P or N range which is the non-driving range. Can be detected.

(Same obstacle determination means 563)
The same obstacle determination unit 563 is based on the information output from the surrounding information acquisition unit 200, and the obstacle BLK detected by the surrounding obstacle detection device 13 when the driving end determination unit 562 determines that the driving is ended. It is determined whether or not the obstacle BLK detected by the surrounding obstacle detection device 13 is the same obstacle when the operation start determining means 561 determines that the operation is started.

  For example, as shown in FIG. 7, the same obstacle determination unit 563 first determines that the operation end determination unit 562 determines that the operation has ended (step S <b> 10), based on the information output from the surrounding information acquisition unit 200. Information on the obstacle BLK detected by the peripheral obstacle detection device 13 is stored as the obstacle information at the end of the operation (step S20). Each time the operation end determination means 562 determines that the operation has ended, the obstacle information at the end of the operation is reset.

  Next, when the driving start determination unit 561 determines that the driving of the host vehicle 1 is started (step S30), the obstacle detected by the peripheral obstacle detection device 13 based on the information output from the peripheral information acquisition unit 200. The BLK information is stored as obstacle information at the start of operation (step S40).

  Next, a matching process between the obstacle information at the end of driving and the obstacle information at the start of driving is performed (step S50), and it is determined whether there is an obstacle BLK estimated to be the same obstacle (step S60). If there is an obstacle BLK that is estimated to be an obstacle, the flag SLFG with the same obstacle is turned ON (step S70). If there is no obstacle BLK estimated to be the same obstacle, the flag SLFG with the same obstacle is turned OFF (step S80). Here, the position of the obstacle BLK determined as the same obstacle may be stored.

  Here, the information on the obstacle BLK is, for example, the relative position of the obstacle BLK with respect to the host vehicle 1. The relative position information is, for example, the distance of the obstacle BLK to the host vehicle 1 output from the surrounding information acquisition unit 200. Further, an offset amount (overlap degree) of the obstacle BLK with respect to the host vehicle 1 may be used. The offset amount is the degree of overlap between the host vehicle 1 and the obstacle BLK as viewed from a specific direction set in advance, for example, the host vehicle width direction or the host vehicle longitudinal direction.

The information of the obstacle BLK may be the shape of the obstacle BLK viewed from a specific direction. As the shape information of the obstacle BLK, at least one of the height and width of the obstacle BLK viewed from a preset direction may be used. The preset direction is, for example, the position of a sensor that detects the obstacle BLK. When acquiring information on the obstacle BLK from a camera or the like installed in the parking lot, the direction from the position of the camera or the like installed in the parking lot is a preset direction.
Note that the information on the obstacle BLK may be used in combination as appropriate.

  Further, the determination by the matching process between the obstacle information at the end of driving and the obstacle information at the start of driving is based on a predetermined deviation threshold value in which a deviation between the information of the obstacle BLK at the end of driving and the obstacle information at the start of driving is set in advance. In the following cases, it is determined that they are the same. Thereby, even if it is the same obstacle, when it moves more than the predetermined distance from the driving | running end of the own vehicle 1 to a start, it is not regarded as the same obstacle.

  Next, an example of determination means for determining whether or not there is the same obstacle in the same obstacle determination means 563 will be described. In this example, the distance of the obstacle BLK with respect to the host vehicle 1 output from the surrounding information acquisition unit 200 as information on the obstacle BLK is used.

  When the driving end determination means 562 determines that the driving is ended, the distance De of the obstacle BLK with respect to the host vehicle 1 is stored. Thereafter, when the driving start determination unit 561 determines that the driving is started, the distance Ds of the obstacle BLK with respect to the host vehicle 1 at the time of starting is acquired, and the deviation ΔD (= | De−Ds |) between the distance De and the distance Ds. ) Is calculated. When the deviation ΔD satisfies a condition that is less than or equal to a predetermined deviation threshold d1 that can be determined that there is no change in distance between the end of operation and the start of operation, it is determined that the obstacle is the same. If not satisfied, it is determined that they are not the same obstacle.

  The deviation of the width of the obstacle BLK at the end of operation and the width of the obstacle BLK at the start of operation, the deviation of the height of the obstacle BLK at the end of operation and the height of the obstacle BLK at the start of operation, at the end of operation The deviation between the offset amount between the obstacle BLK and the host vehicle and the offset amount between the obstacle BLK at the start of driving and the like is compared with a preset set deviation threshold, and the same processing is performed. It may be determined. That is, the relative distance estimation unit 203 detects the shape of the obstacle BLK and the offset amount between the own vehicle and the obstacle BLK by calculating the distance from the own vehicle for a plurality of parts of the obstacle BLK. Therefore, it may be determined that the same obstacle is detected by detecting that there is no change in the shape and offset amount of the obstacle at the start of operation and at the end of operation.

  Further, if the suppression determination unit main body 565 determines that the driver has started driving (the driver has started driving from the state where the driving has been completed) by the driving start determination unit 561, the suppression determination unit 565 that has been set in advance from the start of driving. During the time T1, the support control suppression flag TFLG is turned ON. For example, if it is determined that the driver has started driving, the assist control suppression flag TFLG is set to ON until the suppression time T1 elapses after the timer is activated. However, when the same obstacle determination means 563 determines that there is the same obstacle, the support control suppression flag TFLG is reset to OFF.

Here, when the assist control suppression flag TFLG is ON, the target stop distance Ls set by the target stop distance calculation unit 510 may be multiplied by a gain (<1). By multiplying the gain (<1), each control start distance (support working distance) is set to be short, so that driving support control is suppressed.
In addition, the suppression release determination unit 564 suppresses the suppression determination unit under a predetermined condition described later even when the suppression determination unit body 565 suppresses the driving support control for only the suppression time T1 (support control suppression flag TFLG = ON). A command to cancel the suppression is transmitted to the main body 565, and the suppression of the driving support control of the suppression determination unit main body 565 is canceled (the support control suppression flag TFLG = ON is changed to OFF).

(Suppression release determination means 564)
As shown in FIG. 6, the suppression release determination unit 564 includes an approach degree release unit 564A and a movement amount release unit 564B. The approach degree cancellation unit 564A includes an approach degree determination unit 564Aa and a suppression release unit 564Ab.

  The approach degree determination unit 564Aa obtains the degree of approach of the obstacle BLK to the host vehicle 1 from at least one of the distance and relative speed of the obstacle BLK to the host vehicle 1 output from the surrounding information acquisition unit 200. The suppression release unit 564Ab outputs a command to cancel the suppression of the driving support control to the suppression determination unit main body 565 when the approach degree obtained by the approach degree determination unit 564Aa is equal to or greater than a preset threshold value, and the suppression determination unit main body 565. Resets the support control suppression flag TFLG to OFF based on a command from the suppression release means 564Ab.

  For example, the approach degree determination unit 564Aa acquires the approach degree from at least one of the distance and relative speed of the obstacle BLK with respect to the host vehicle 1. The approach degree is assumed to be higher as the distance is closer. Further, the degree of approach is assumed to be higher as the relative speed is higher. And when the suppression cancellation | release means 564Ab determines an approach degree by the distance of the obstacle BLK with respect to the own vehicle 1, the distance with obstacle BLK (for example, 10 cm etc.) set beforehand is a near value. ) Is output to the suppression determination unit main body 565 when the suppression of the driving support control is canceled, that is, the support control suppression flag TFLG is reset to OFF. In addition, when the degree of approach is determined based on the relative speed, the suppression release unit 564Ab cancels the suppression by the control suppression unit when the threshold value corresponding to a preset release speed (for example, 5 km / h) is reached, that is, assists. A command to reset the control suppression flag TFLG to OFF is output to the suppression determination unit body 565.

  Here, TTC (time until the own vehicle 1 and the obstacle BLK interfere) obtained by dividing the distance of the obstacle BLK with respect to the own vehicle 1 by the relative speed is used as an index of the degree of approach. Is less than a predetermined value (for example, 1 second or less), a command for releasing the suppression of the driving support control, that is, resetting the support control suppression flag TFLG to OFF may be output because the degree of approach is high. .

  Further, when the movement amount canceling unit 564B determines that the driver has started driving by the driving start determining unit 561, the driving amount canceling unit 564B determines that the own vehicle 1 has moved by a preset moving amount (for example, 20 cm). A command for canceling the suppression of the support control, that is, resetting the support control suppression flag TFLG to OFF is output to the suppression determination unit body 565.

(Driving support means 600)
The braking control operation determination unit 610 compares the relative distance of the obstacle to the host vehicle output from the surrounding information acquisition unit 200 and the braking control operation distance Lsb set by the braking control operation distance calculation unit 520, When it is determined that the following conditions are satisfied, an operation command for applying braking force for driving assistance is output to the braking control unit 620.

          Braking control working distance Lsb> Relative distance of obstacle to own vehicle

  At this time, when the support control suppression flag TFLG output from the control suppression determination unit 560 is ON, the output of the operation command for applying the braking force for driving support is prohibited. Alternatively, as described above, the condition is determined after the braking control operating distance Lsb is multiplied by a gain (<1).

  In addition, when there are a plurality of obstacles, the surrounding information acquisition unit 200 is output from the surrounding information acquisition unit 200 in order to detect a relative distance using the closest obstacle to the host vehicle as the target obstacle BLK. The relative distance of the obstacle to the host vehicle is the relative distance from the host vehicle to the nearest obstacle to the host vehicle.

  In addition, when the operation command is input from the brake control operation determination unit 610, the brake control unit 620 performs the braking force application control for driving support as follows, for example.

  When the operation starts, the target brake pressure command value is increased at a preset increase rate until the preset target brake pressure is reached. When the set target brake pressure is reached, the value is maintained. Thereafter, the target brake pressure command value is decreased at a preset reduction rate after a preset time has elapsed since vehicle speed = 0 was detected.

  The set target brake pressure, the set increase rate, and the set decrease rate are the vehicle speed of the host vehicle 1, the relative speed of the obstacle BLK with respect to the host vehicle 1, and the estimated time that the obstacle BLK reaches the position of the host vehicle 1 (TTC ) Or the like.

Here, when it is detected that the driver is operating the brake pedal more than a predetermined amount based on the brake pedal position output from the own vehicle information acquisition unit 100, the priority order is higher than the driving support control of the present embodiment. When another braking control having a high value is operating, the driving assistance braking control of the present embodiment is stopped.
The braking force generator 15 generates a brake pressure so that the target brake pressure command value calculated by the braking control unit 620 is obtained.

  Further, the accelerator pedal operation reaction force determination unit 630 includes the relative distance of the obstacle to the host vehicle output from the surrounding information acquisition unit 200 and the accelerator pedal reaction force operation set by the accelerator pedal reaction force operation distance calculation unit 530. When it is determined that the following condition is satisfied by comparing with the distance Lsa, an accelerator pedal reaction force application command for driving support is output to the accelerator pedal operation reaction force control unit 640.

    Accelerator pedal reaction force working distance Lsa> Relative distance of obstacle to own vehicle

At this time, when the support control suppression flag TFLG is ON, the output of the operation command for applying the accelerator pedal reaction force for driving support is prohibited. Alternatively, as described above, the accelerator pedal reaction force working distance Lsa is multiplied by a gain (<1), and then the above condition is determined.
When the accelerator pedal operation reaction force control unit 640 receives an operation command from the accelerator pedal operation reaction force determination unit 630, for example, the accelerator pedal operation reaction force control unit 640 performs the accelerator pedal operation reaction force control for driving assistance as follows.

  When the operation starts, the reaction force command value is increased at a preset increase rate until the preset reaction force command value is reached. When the set reaction force command value is reached, the value is maintained. Thereafter, the reaction force command value is decreased at a preset reduction rate after a preset time has elapsed since the detection of the vehicle speed = 0.

  The set reaction force command value, the set increase rate, and the set decrease rate are the vehicle speed of the host vehicle 1, the relative speed of the obstacle BLK with respect to the host vehicle 1, and the estimated time that the obstacle BLK reaches the position of the host vehicle 1 ( It may be changed according to TTC).

The accelerator pedal reaction force generator generates a pedal reaction force corresponding to the reaction force command value calculated by the accelerator pedal operation reaction force control unit 640 on the accelerator pedal.
In addition, the notification determination unit 650 compares the relative distance of the obstacle to the host vehicle output from the surrounding information acquisition unit 200 with the notification working distance Lsh set by the notification working distance calculation unit 540, and compares the following conditions: If it is determined that the condition is satisfied, a notification operation command for driving support is output to the notification control unit 660.

        Notification working distance Lsh> Relative distance of obstacle to own vehicle

At this time, if the support control suppression flag TFLG is ON, the output of a notification operation command for driving support is prohibited. Alternatively, as described above, the above condition is determined after multiplying the notification reaction force working distance by a gain (<1).
In addition, when the operation command is input from the notification determination unit 650, the notification control unit 660 generates a buzzer drive signal that is a command to repeat On / Off of the buzzer drive signal for a preset notification time.

The notification device 17 generates a buzzer sound based on the buzzer drive signal input from the notification control unit 660.
In addition, the alerting | reporting apparatus 17 may be comprised so that it may alert | report by light, vibration of a seat, etc., without being limited to a sound.
The driving force control determination unit 670 compares the relative distance of the obstacle to the host vehicle output from the surrounding information acquisition unit 200 and the driving force control operation distance Lsf set by the driving force control operation distance calculation unit 550. When it is determined that the following condition is satisfied, an operation command for driving force suppression for driving support is output to the driving force control unit 680.

            Driving force control working distance Lsf> relative distance of obstacle to own vehicle

At this time, when the support control suppression flag TFLG is ON, the output of the operation command for driving force suppression for driving support is prohibited. Alternatively, as described above, the driving force control working distance Lsf is multiplied by a gain (<1), and then the above condition is determined.
In addition, when the driving force control unit 680 receives an operation command from the driving force control determination unit 670, the driving force control unit 680 performs driving force suppression control for driving assistance as follows, for example.

When the operation starts, the accelerator opening reduction amount is increased at a preset increase rate until a preset accelerator opening reduction amount is reached. When the set accelerator opening reduction amount is reached, the value is maintained. When the above-mentioned maintenance is performed for a preset time, the accelerator opening reduction amount is decreased at a preset reduction rate.
The set accelerator opening reduction amount, the set increase rate, and the set decrease rate are the vehicle speed of the host vehicle 1, the relative speed of the obstacle BLK with respect to the host vehicle 1, and the estimated time when the obstacle BLK reaches the position of the host vehicle 1. You may change by (TTC) etc.

Then, the final throttle opening of the engine is calculated by the following equation.
Final engine throttle opening
= Accelerator opening for driver operation-Calculated accelerator opening reduction amount

  The driving force generator 14 controls the output of the driving device of the host vehicle 1, for example, the engine output, based on the final engine throttle opening calculated by the driving force control unit 680.

(Processing example of the control suppression determination unit 560)
Next, an example of a processing flow of the control suppression determination unit 560 will be described with reference to FIG.
In step S110, based on the information input from the host vehicle information acquisition unit 100, it is detected whether or not the driver has started driving the host vehicle 1 from a state where the driver has finished driving. That is, for example, it is detected whether or not the state of the ignition switch has changed from OFF to ON. Based on the result, if it is determined in step S120 that operation has started, the process proceeds to S130. If it is determined in S120 that there is no operation, the process proceeds to S160 and suppression is performed. Normal processing is not performed.

  In step S130, it is determined whether or not the detected obstacle BLK is the same as the obstacle BLK when the driving is completed, and then in step S140, it is determined that there is the same obstacle. In this case, the process proceeds to S150, in which it is determined to perform “suppression execution” of control, and the suppression execution determination flag is set to ON. If it is not determined that there is the same obstacle in S140, the process proceeds to S160, and a normal process without suppressing is performed.

  In step S150, the suppression execution determination flag is set to ON during the preset suppression time T1 so that the determination result in each determination unit can be masked. While the flag is ON, the braking control operation determination unit 610, the accelerator pedal operation reaction force determination unit 630, the notification determination unit 650, and the driving force control operation determination unit 670 perform control suppression as described above. . The suppression time T1 is a fixed time such as 2 seconds. When the suppression time T1 has elapsed from the start of operation, the suppression execution determination flag is turned OFF.

  Here, the suppression time T1 may be variable according to the distance to the obstacle BLK, the movement distance of the host vehicle 1, and the relative speed to the obstacle BLK. For example, as shown in FIG. 9, the suppression time T1 is made shorter as the distance of the obstacle BLK to the host vehicle 1 is shorter. Further, as shown in FIGS. 10 and 11, the suppression time T1 is shortened as the moving distance from the start of the operation of the host vehicle 1 or the relative speed of the host vehicle 1 with respect to the obstacle BLK is increased.

  Further, in the processing flow of FIG. 8, the processing of steps S130 and S140 may be omitted. In this case, the suppression determination of the driving support control is performed without performing the same obstacle determination at the end of driving and at the start of driving.

(Operation other)
An example of the operation of the vehicle control device 2 of the present embodiment will be described. It is assumed that the system SW (instruction switch 3) is ON.
A case where parking in a parking frame at a parking lot or parallel parking on the road is assumed.

If the shift range is shifted to R (reverse drive range) in order to park in the back, the driving support control can be activated (ST-FLG = ON).
Then, the obstacle detection means detects the obstacle BLK (other vehicles, walls, etc.) behind the host vehicle 1. The distance detection means detects the distance between the obstacle BLK detected by the obstacle detection means and the host vehicle 1 in a predetermined control cycle.

  When the host vehicle 1 moves backward for parking in this state, the driving support means 600 determines whether or not the distance of the obstacle BLK detected by the distance detection means is equal to or less than the control start distance. Are repeatedly performed in a predetermined control cycle. When the driving support means 600 detects an obstacle BLK whose distance is equal to or less than the control start distance, the driving support control 600 supports driving suppression of the host vehicle 1 toward the obstacle BLK that is equal to or less than the control start distance. I do. The support for suppressing the movement of the host vehicle 1 toward the obstacle BLK side includes notification to the driver, application of braking force to the host vehicle 1, suppression of increase in driving force of the host vehicle 1, and reaction force to the accelerator pedal. Implemented by executing at least one of the grants.

  When the host vehicle 1 is moving backward for parking as described above, the driver may temporarily stop the host vehicle 1 near the obstacle BLK and check the situation behind the host vehicle 1. . For example, there is a case where the host vehicle 1 is stopped (the driving of the host vehicle is terminated), the driver gets out of the vehicle, and the distance between the host vehicle 1 and the obstacle BLK is visually confirmed. After that, when the driver starts driving the own vehicle 1 and resumes the back for parking to reduce the distance from the obstacle BLK, the distance to the obstacle BLK starts to control. When the driving support control is activated assuming that the distance is less than or equal to the distance, the driver recognizes the obstacle BLK and performs a driving operation to bring the own vehicle 1 closer to the obstacle BLK. To remember.

  On the other hand, in this embodiment, when the driver once stops the own vehicle 1 (ends the operation of the own vehicle) and then starts the operation of the own vehicle 1, the distance to the obstacle BLK is controlled. Even when the distance is equal to or less than the start distance, the driving support control is suppressed during a preset suppression time T1 (for example, 2 seconds). As a result, it is possible to prevent a sense of incongruity due to the operation of the driving support control with respect to the approach to the obstacle BLK once stopped and recognized.

  Here, if the suppression time T1 elapses from the start of driving, the content recognized by the driver may be changed, and driving support control may be required, so the suppression is released.

  In addition, when the parked host vehicle 1 leaves the parking position in the back, it is estimated that the driver recognizes the obstacle BLK around the host vehicle before the start of driving. Therefore, as described above, the driving support control is suppressed until the suppression time T1 elapses after the driver gets into the host vehicle 1 (the host vehicle in the driving end state) and starts driving the host vehicle 1. . As a result, it is possible to prevent a sense of incongruity due to the operation of the driving support control for the approach to the recognized obstacle BLK.

  In the present embodiment, the driving support control is suppressed only when it is determined that the obstacle BLK at the end of driving and the obstacle BLK at the start of driving are the same obstacle.

  That is, when the vehicle is parked in the back, the driving support control is suppressed only when the obstacle BLK detected when the vehicle is temporarily stopped is present at the same position even when driving is resumed for parking. That is, when the obstacle BLK moves after temporarily stopping and confirming the distance to the obstacle BLK, the driving support control is not suppressed.

  Similarly, the above driving support control is performed only when the obstacle BLK when the host vehicle 1 is parked at the parking position and the obstacle BLK when the host vehicle 1 is put out from the parking position in the back are the same obstacle. Suppress. This is to prevent the driving support control from being suppressed when the obstacle BLK seen when parking is different from the obstacle BLK when leaving the parking position in the back. That is, for example, when the obstacle BLK detected when the vehicle is parked at the parking position (when driving is finished) is an other vehicle, the obstacle BLK when the host vehicle 1 is taken out from the parking position (when driving is started). Even if the obstacle is detected, the obstacle is not necessarily the same object as the obstacle BLK detected when the vehicle is parked. In such a case, the positional relationship between the host vehicle and the obstacle BLK may be different between when the vehicle is parked at the parking position and when the host vehicle 1 is taken out from the parking position. For this reason, when the obstacle BLK seen at the time of parking differs from the obstacle BLK when leaving the parking position, the driving support control is not suppressed.

Further, as described above, the driving support control is suppressed during the suppression time T1 from the start of driving. However, when the degree of approach between the host vehicle 1 and the obstacle BLK is high, the suppression of the driving support control is canceled. To make the necessary support.
Further, even before the suppression time T1 has elapsed since the start of driving as described above, if the host vehicle 1 has moved a predetermined distance or more, it is estimated that the situation with the obstacle BLK has also changed, and driving Since it is estimated that assistance control is required, the suppression is released.

  Here, in the above description, as the suppression of the driving support control, the case where the control is inhibited by prohibiting the control and the case where the control start distance (operation determination threshold value) is shortened and the control intervention is made difficult are exemplified. did. Instead of this, the control amount itself of the driving support control may be reduced to suppress the control. For example, the target brake command value in the braking control unit 620, the reaction force amount in the accelerator pedal operation reaction force control unit 640, the volume in the notification control unit 660, and the reduction amount of the engine output in the driving force control unit 680 are multiplied by a gain (<1). This reduces the control amount. Further, instead of correcting the control start distance (operation determination threshold value) or the control amount by the gain, the control start distance (operation determination threshold value) or the control amount may be suppressed by adding or subtracting a preset suppression correction amount. Further, as shown in FIG. 12, the target brake command value may be set and changed in accordance with the distance from the obstacle BLK.

  Further, in the same obstacle determination unit 563 of the above embodiment, the case where the identity of the obstacle BLK at the end of operation and at the start of operation is determined for the obstacle BLK detected by the obstacle detection unit is illustrated. did. Instead, the obstacle BLK at the end of driving and at the start of driving only for the obstacle BLK below the control start distance with respect to the own vehicle 1 or the obstacle BLK below (control start distance + α) with respect to the own vehicle 1. May be determined. The α is a distance for a margin that can be a control start distance immediately after the start of the host vehicle 1 (for example, 50 cm). In this way, by limiting the targets for the same obstacle determination, it is possible to suppress the control only when necessary.

  Moreover, in the said embodiment, when the same obstruction exists in the obstruction BLK at the time of completion | finish of a driving | operation and a driving | operation start, control suppression by a control suppression means is performed.

  Instead, the control suppression means operates only when the obstacle BLK determined as the same obstacle by the same obstacle determination means 563 is equal to or less than the control start distance. You may make it suppress assistance control. For example, the position of the obstacle BLK determined by the same obstacle determination means 563 at the start of driving as the same obstacle (position relative to the host vehicle 1) is stored, and the obstacle BLK that is equal to or less than the control start distance is the same obstacle. If it is an object, control is suppressed. At this time, if it is determined that the same obstacle has moved based on the distance from the start of driving to the same obstacle and the movement of the host vehicle 1, the same obstacle is regarded as the same obstacle. It is good to remove from the judgment.

  Further, in the above embodiment, the obstacle BLK whose distance from the host vehicle 1 is equal to or less than the control start distance is set as the control target of the driving support control. The moving obstacle BLK may be removed from the control target.

  Here, the surrounding obstacle detection device constitutes an obstacle detection means. The relative distance estimation unit 203 constitutes a distance detection unit. The accelerator pedal reaction force operating distance Lsa, the braking control operating distance Lsb, the driving force control operating distance Lsf, and the notification operating distance Lsh constitute a control start distance.

(Effect of this embodiment)
(1) When the driving support means 600 determines that the distance between the host vehicle 1 and the obstacle BLK is equal to or smaller than the preset control start distance, the driver's vehicle 1 toward the obstacle BLK becomes equal to or smaller than the control start distance. The driving support control for suppressing the movement of the vehicle and supporting the driving of the driver is performed. The driving start determination unit 561 determines whether or not the driving is started from the state where the driving of the host vehicle is finished. When it is determined by the driving start determination unit 561 that the driver has started driving, the control suppressing unit suppresses the driving support control by the driving support unit 600 for a preset suppression time T1 from the start of driving. .

  Accordingly, when it is estimated that the driver recognizes the obstacle BLK around the host vehicle before starting driving, the suppression time T1 even if the distance of the obstacle BLK is equal to or less than the control start distance. During this period, the driving support control is suppressed to prevent the driver from feeling uncomfortable.

(2) The driving end determination means 562 determines that the driver has finished driving the host vehicle. The same obstacle determination means 563 includes an obstacle BLK detected by the obstacle detection means when the operation end determination means 562 determines the operation end, and an obstacle when the operation start determination means 561 determines the operation start. It is determined whether or not the obstacle BLK detected by the object detection means is the same obstacle. The control suppression unit suppresses driving support control only when the same obstacle determination unit 563 determines that the same obstacle is present.

  Thereby, only when the same obstacle is detected before and after the start of driving, the driving support control is suppressed to prevent the driver from feeling uncomfortable.

(3) The control suppression unit performs driving support control only when the distance between the obstacle BLK determined by the same obstacle determination unit 563 as the same obstacle and the host vehicle 1 is equal to or less than the control start distance. Suppress.

  Thereby, even when the same obstacle is detected before and after the start of driving, the driving support control can be performed for the obstacle BLK that is not determined to be the same.

(4) The same obstacle determining means 563 determines the relative position of the obstacle BLK with respect to the host vehicle 1 when the driving end determining means 562 determines that driving is ended, and the driving start determining means 561 determines that driving is started. When the deviation from the relative position of the obstacle BLK with respect to the host vehicle 1 at the time is equal to or less than a preset deviation threshold value, the same obstacle is determined.
By using the relative position of the obstacle BLK, it is possible to determine the same obstacle with a predetermined accuracy.

(5) As the relative position of the obstacle BLK with respect to the host vehicle 1, at least one of the distance of the obstacle BLK with respect to the host vehicle 1 and the overlapping degree of the obstacle BLK with respect to the host vehicle 1 when viewed from a specific direction is used. .
Thereby, the relative position of the obstacle BLK can be specified.

(6) The same obstacle determination unit 563 is acquired when the shape of the obstacle BLK acquired when the operation end determination unit 562 determines that the operation is ended and when the operation start determination unit 561 determines that the operation is started. When the deviation from the shape of the obstacle BLK is equal to or less than a preset deviation threshold, the obstacle is determined to be the same.
By using the shape of the obstacle BLK, it is possible to determine the same obstacle with a predetermined accuracy.

(7) At least one of the height and width of the obstacle BLK is used as the shape of the obstacle BLK.
Thereby, the shape of the obstacle BLK can be specified.

(8) The operation end determination adopts at least one of the following conditions e to g, and determines that the operation is ended when one of the adopted conditions is satisfied.
e: When an operation from the start to the stop of the own vehicle drive device by the occupant is detected,
f: When it is determined that the moving own vehicle 1 is stopped. g: When it is detected that the shift range is changed from the driving range to the non-driving range. Thus, the driver stops driving the own vehicle 1. It becomes possible to determine whether or not.

(9) The suppression by the control suppression means prohibits the driving support control, shortens the control start distance, or reduces the control amount of the driving support control.
Thereby, driving support control can be suppressed and the movement suppression to the obstacle BLK side can be suppressed.

(10) The approach degree determination unit 564Aa obtains the degree of approach of the obstacle BLK to the host vehicle 1 from at least one of the distance and relative speed of the obstacle BLK to the host vehicle 1. The suppression releasing unit 564Ab releases the suppression by the control suppressing unit when the approaching degree obtained by the approaching degree determining unit 564Aa is equal to or greater than a preset threshold value.

  Thereby, even if the control is suppressed by the control suppression means, the driving support control can be performed when the driving support control is necessary.

(11) If it is determined by the driving start determining means 561 that the driver has started driving and then it is determined that the host vehicle 1 has moved by a preset amount of movement, the suppression by the control suppressing means is released.
If it moves by the set movement amount even before the suppression time T1 elapses, it is estimated that the driver has changed from the situation recognized before the start of driving, so the suppression is released.

(12) The operation start determination unit 561 adopts at least one of the following conditions a to c, and determines that the operation is started when one of the adopted conditions is satisfied.
a: When an operation to start the own vehicle drive device by the occupant is detected b: When it is determined that the host vehicle 1 that has been stopped has moved c: The shift range has changed from the non-drive range to the drive range When detected, it becomes possible to determine whether or not the driver has started driving the vehicle 1.

(13) The suppression time T1 used by the control suppression means is at least the distance between the host vehicle 1 and the obstacle BLK, the movement distance of the host vehicle 1 from the start of driving, and the relative speed of the obstacle BLK with respect to the host vehicle 1 Change settings based on one. That is, as the distance to the obstacle BLK is shorter, the movement distance of the host vehicle 1 is increased, and the relative speed with respect to the obstacle BLK is larger, the suppression time T1 is shortened.
As a result, the driving support control can be performed at a more appropriate timing.

(14) Support for suppressing movement of the host vehicle 1 toward the obstacle BLK side by driving support control includes notification to the driver, application of braking force to the host vehicle 1, suppression of increase in driving force of the host vehicle 1, and This is realized by executing at least one of the reaction force application to the accelerator pedal.
As a result, it is possible to support the movement suppression of the host vehicle 1 toward the obstacle BLK.

(Modification)
(1) The operation start determination unit 561 may determine that the operation is started under the following condition d in addition to the above-described conditions a to c.
d: When it is determined that the occupant is seated in the driver's seat after the driver's seat door detects the opening operation

  In this case, the state of the courtesy switch that detects whether the door is open or closed, and the seating sensor that detects that an occupant is seated in the driver's seat (for example, the surface pressure of the seat of the driver's seat) Is detected by the SW operation recognition unit 106 and the door is opened based on the state of the courtesy switch, and then the driver's seat is detected by the seating sensor. It can be determined by detecting that the user has been seated on. In addition to detecting that the door is actually opened, the door opening operation may be determined to be the door opening operation by detecting that the door is unlocked or the operation of the door knob.

  Note that it is not necessary to use all the conditions a to d described above, and any one condition or a combination of arbitrary conditions may be used. That is, it is only necessary that the driver's intention to start vehicle driving from the state in which vehicle driving has ended can be determined.

The operation end determination means 562 may determine the operation end based on, for example, the following conditions h or i in addition to the above-described conditions e to g.
h: When it is determined that the driver's side door has been opened i: When it is determined that the passenger has left the driver's seat after detecting the opening operation of the driver's side door

  Note that it is not necessary to use all the conditions e to i described above, and any one condition or any combination of conditions may be used. That is, it is only necessary that the driver's intention to finish driving the vehicle can be determined. Note that the detection of the door opening operation of the door on the driver's seat under the condition i can be detected in the same manner as the condition d.

DESCRIPTION OF SYMBOLS 1 Own vehicle 2 Vehicle control apparatus 3 Switch sensor 4 Brake lamp 5 Accelerator opening degree sensor 6 Brake pedal position sensor 9 Shift position sensor 10 Steering sensor 11 Wheel speed sensor 12 Acceleration / deceleration sensor 13 Surrounding obstacle detection device (obstacle detection means)
14 Driving force generator 15 Braking force generator 16 Accelerator pedal reaction force generator 17 Notification device 18 Ignition switch 100 Own vehicle information acquisition unit 101 Wheel speed acquisition unit 102 Own vehicle speed calculation unit 103 Accelerator opening degree detection unit 104 Brake pedal position detection Unit 105 shift position detection unit 106 operation recognition unit 107 steering angle acquisition unit 108 steer angle calculation unit 109 acceleration / deceleration acquisition unit 110 acceleration / deceleration calculation unit 111 own vehicle information output unit 200 peripheral information acquisition unit 201 peripheral obstacle detection information acquisition unit 202 Relative speed estimation unit 203 Relative distance estimation unit (distance detection means)
204 Obstacle presence / absence determination unit 205 Peripheral information output unit 300 Main control unit 400 System state selection unit 500 Control determination information calculation unit 510 Target stop distance calculation unit 520 Braking control operation distance calculation unit 530 Accelerator pedal reaction force operation distance calculation unit 540 Working distance calculation unit 550 Driving force control working distance calculation unit 560 Control suppression determination unit 561 Operation start determination unit 562 Operation end determination unit 563 Same obstacle determination unit 564 Suppression release determination unit 564A Approach degree release unit 564Aa Approach degree determination unit 564Ab Suppression Release means 564B Movement amount release means 565 Suppression determination unit main body 600 Driving support means 610 Braking control operation determination unit 620 Braking control unit 630 Accelerator pedal operation reaction force determination unit 640 Accelerator pedal operation reaction force control unit 650 Notification determination unit 660 Notification control unit 670 Driving force system Control unit 680 Driving force control unit BLK Obstacle Ls Target stop distance Lsa Accelerator pedal reaction force working distance (control start distance)
Lsb Braking control working distance (control start distance)
Lsf Driving force control working distance (control start distance)
Lsh notification working distance (control start distance)
T1 suppression time

Claims (15)

Obstacle detection means for detecting obstacles around the vehicle;
Distance detecting means for detecting the distance of the obstacle to the host vehicle detected by the obstacle detecting means;
When it is determined that the distance of the obstacle with respect to the host vehicle detected by the distance detection unit is equal to or less than the preset control start distance, the movement of the host vehicle to the obstacle side that is equal to or less than the control start distance is suppressed, Driving support means for performing driving support control for supporting the driving of the driver;
Driving start determination means for determining whether or not the driver has started driving from a state where driving of the host vehicle has been completed;
When it is determined by the driving start determination means that the driver has started driving, control suppression means for suppressing driving support control by the driving support means for a preset suppression time from the start of driving;
A vehicle control device comprising: Driving end determination means for determining that the driver has finished driving the vehicle;
The obstacle detected by the obstacle detecting means when the driving end judging means judges that the driving is finished is the same as the obstacle detected by the obstacle detecting means when the driving start judging means judges that the driving is started. The same obstacle determination means for determining whether or not the obstacle is,
2. The vehicle control device according to claim 1, wherein the control suppression unit suppresses the driving support control only when the same obstacle determination unit determines that the same obstacle is the same obstacle.   The control suppression means suppresses driving support control only when the distance between the obstacle determined by the same obstacle determination means as the same obstacle and the own vehicle is equal to or less than the control start distance. The vehicle control device according to claim 2.   The same obstacle determination means includes a relative position of the obstacle with respect to the host vehicle when the driving end determination means determines the driving end and a relative position of the obstacle with respect to the host vehicle when the driving start determination means determines the driving start. 4. The vehicle control device according to claim 2, wherein the same obstacle is determined when a deviation from a position is equal to or less than a preset deviation threshold.   5. The vehicle according to claim 4, wherein at least one of a distance of the obstacle with respect to the own vehicle and an overlapping degree of the obstacle with respect to the own vehicle when viewed from a specific direction is used as the relative position of the obstacle with respect to the own vehicle. The vehicle control apparatus described.   The same obstacle determination means is a deviation between the shape of the obstacle acquired when the operation end determination means determines the operation end and the shape of the obstacle acquired when the operation start determination means determines the operation start. The vehicle control device according to any one of claims 2 to 5, wherein when the difference is equal to or less than a preset deviation threshold, the same obstacle is determined.   The vehicle control device according to claim 6, wherein at least one of a height and a width of the obstacle is used as the shape of the obstacle. The vehicle control device according to any one of claims 2 to 7, wherein in the driving end determination, the driving end is determined when at least one of the following conditions e to i is satisfied.
e: When the stop operation of the vehicle drive device by the passenger is detected,
f: When it is determined that the moving vehicle has stopped. g: When it is detected that the shift range has changed from the driving range to the non-driving range. h: When it is detected that the door on the driver's seat has been opened i. : When it is determined that the passenger has left the driver's seat after detecting that the driver's door has opened   The suppression by the control suppression means is at least one of processing for prohibiting driving support control, shortening a control start distance, or reducing a control amount of driving support control. Item 9. The vehicle control device according to any one of Items8. An approach degree determination means for obtaining an approach degree of the obstacle to the own vehicle from at least one of the distance and relative speed of the obstacle to the own vehicle;
The suppression release means which cancels the suppression by the said control suppression means when the approach degree calculated | required by the approach degree determination means becomes more than the preset threshold value, It is provided with any one of Claims 1-9 characterized by the above-mentioned. The vehicle control apparatus described in item 1.   The suppression by the control suppression unit is canceled when it is determined that the driver has moved by a preset amount of movement after the driving start determination unit determines that the driver has started driving. The vehicle control device according to any one of claims 10 to 10. The operation start determination means adopts at least one of the following conditions a to d, and determines that the operation is started when one of the adopted conditions is satisfied. The vehicle control apparatus described in item 1.
a: When the start operation of the vehicle drive device by the occupant is detected,
b: When it is determined that the stopped vehicle has moved c: When it is detected that the shift range has changed from the non-driving range to the driving range d: A passenger after detecting the opening operation of the door on the driver's seat side When it is determined that is seated in the driver's seat The suppression time used in the control suppression means is set and changed based on at least one of the distance between the host vehicle and the obstacle, the movement distance of the host vehicle from the start of driving, and the relative speed of the obstacle with respect to the host vehicle.
13. The suppression time is shortened as the distance to the obstacle is shorter, the moving distance of the host vehicle is increased, and the relative speed with the obstacle is larger. A vehicle control device according to claim 1.   Support for suppressing movement of the host vehicle toward the obstacle side by the driving support control includes notifying the driver, applying braking force to the host vehicle, suppressing increase in driving force of the host vehicle, and reaction force to the accelerator pedal. It implement | achieves by performing at least one of provision, The vehicle control apparatus described in any one of Claims 1-13 characterized by the above-mentioned. When it is determined that the distance to the obstacle around the host vehicle is equal to or less than the preset control start distance, when driving support control is performed to support suppression of movement of the host vehicle toward the obstacle side that is equal to or less than the control start distance. In addition,
A vehicle control method that suppresses the driving support control for a preset suppression time after determining that the driver has started driving the vehicle from a state in which the driver has finished driving the vehicle.

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