JP6525416B1 - Vehicle control device - Google Patents

Abstract

An object of the present invention is to provide a vehicle control device which is less likely to give a sense of discomfort to a driver while reducing a calculation load. The present invention relates to a vehicle control apparatus (100), which calculates a corrected travel route in which a target travel route is corrected, and a peripheral target detection unit (10a), a target travel route calculation unit (10c) and It has a correction travel route calculation unit (10d), a main control unit (10f), a backup control unit (10e), and an output adjustment unit (10g) that outputs a target deflection and a target acceleration / deceleration as control signals. The correction traveling route calculation unit is configured to set an upper limit line of an allowable relative speed at which the vehicle can travel with respect to the peripheral target when the peripheral target to be avoided is detected. The correction travel route is calculated based on the upper limit line and the predetermined evaluation function, and when there are a plurality of extreme values of the evaluation function, the output adjustment unit calculates the target snake angle and the target calculated by the backup control unit. It is characterized by outputting acceleration / deceleration as a control signal. [Selected figure] Figure 2

Description

  The present invention relates to a vehicle control device, and more particularly to a vehicle control device for assisting a driver in driving a vehicle.

  The vehicle control apparatus is described in Unexamined-Japanese-Patent No. 2010-155545 (patent document 1). This vehicle control device selects and optimizes either braking avoidance (only brake operation) or steering avoidance (only steering operation) according to the inter-vehicle distance with other vehicles at the time of emergency avoidance of an obstacle. The processing is used to calculate the target travel route. In this vehicle control device, when the braking avoidance is selected, the calculation conditions are simplified only to the motion in the vertical direction (the vehicle longitudinal direction). In addition, when the steering avoidance is selected, the calculation condition is simplified only to the movement in the lateral direction (the vehicle width direction). As described above, in this technology, since the calculation load is reduced in an emergency, it is possible to shorten the calculation time while securing high calculation accuracy.

JP, 2010-155545, A

  However, in the invention described in Patent Document 1, the avoidance of the obstacle is restricted to either the braking avoidance or the steering avoidance, so that the traveling route of the vehicle selected by the vehicle control device is not necessarily appropriate. In such a case, there is a problem that the driver feels a strong sense of incongruity.

  The present invention has been made to solve such a problem, and it is an object of the present invention to provide a vehicle control device that is less likely to give a sense of discomfort to the driver while reducing the calculation load of the vehicle control device.

In order to solve the problems described above, the present invention is a vehicle control apparatus for assisting the driver to drive a vehicle, and calculates a target travel path of the vehicle and a peripheral target detection unit that detects a peripheral target. Target travel route calculation unit, a corrected travel route calculation unit for calculating a corrected travel route obtained by correcting the target travel route calculated by the target travel route calculation unit, and the corrected travel route calculated by the corrected travel route calculation unit backup to calculate a main control unit for calculating the target steering angle and the target acceleration for traveling on, the target steering angle and the target acceleration for traveling the target running path on which is calculated by the target traveling path calculator outputting a control unit, a main control unit target steering angle and the target acceleration calculated by, or target steering angle and the target acceleration calculated by the backup control section as a control signal Has a force adjuster, a correction travel route calculating unit, in a case where the peripheral target object to be avoided by the peripheral target object detection portion is detected, toward at least the peripheral target object in a vehicle, the vehicle to the peripheral target object The speed distribution area which defines the distribution of the allowable upper limit value of the relative speed of the vehicle is set, and the allowable upper limit value in this speed distribution area is set to become larger as the distance from the peripheral target increases. Based on a predetermined evaluation function, there are a plurality of corrections for the target travel route so that the vehicle travels in the speed distribution area so that the relative speed of the vehicle to the surrounding target does not exceed the allowable upper limit in the speed distribution area. It consists corrected travel route to calculate the, if the extreme values of the evaluation function there are multiple output adjustment section, the target steering angle and target acceleration backup control section is calculated as a control signal It is characterized by outputting.

  According to the present invention configured as described above, when the peripheral target detection unit detects a peripheral target to be avoided, the correction traveling route calculation unit can drive the vehicle relative to the peripheral target. Set the upper limit line of allowable relative speed. Further, the correction travel route calculation unit corrects the target travel route based on the upper limit line and the predetermined evaluation function to calculate the correction travel route. The main control unit calculates a target snake angle and a target acceleration / deceleration for traveling on the corrected travel route calculated by the corrected travel route calculation unit. As described above, since the main control unit calculates the target bending angle and the target acceleration / deceleration for traveling on the corrected traveling route corrected for the target traveling route, the calculation load of the vehicle control device can be reduced. In addition, since the output adjustment unit outputs the target snake angle and the target acceleration / deceleration calculated by the backup control unit as a control signal when there are a plurality of extreme values of the evaluation function, a plurality of extreme values exist. It is possible to avoid traveling on the corrected travel route determined based on an ambiguous evaluation function.

In the present invention, preferably, the output adjustment unit is such that, even when there are a plurality of extrema of the evaluation function, the extremum with the highest evaluation has a higher evaluation by a predetermined value or more than the extremum with the next highest evaluation. In this case, the target steering angle and the target acceleration / deceleration calculated by the main control unit are output as a control signal so that the vehicle travels on the corrected traveling route corresponding to the highest evaluation extreme value.

  According to the present invention configured as described above, when the extreme value of the evaluation function with the highest rating is higher than the other extreme values by the predetermined value or more, the maximum value is the largest even if there are a plurality of extreme values. Since the correction travel route corresponding to the extreme value with high evaluation is adopted, the existence of a plurality of extreme values makes it possible to prevent the adoption of a correction travel route with a clearly high evaluation.

In the present invention, preferably, the output adjusting unit is configured to control the backup control unit even if the extreme value of the evaluation function is the highest in the evaluation, if the extreme value is lower than a predetermined evaluation value. The target steering angle and the target acceleration / deceleration calculated by are output as a control signal.

  According to the present invention configured as described above, when the highest evaluation extreme value of the evaluation function is a low evaluation below the predetermined evaluation value, the highest evaluation is made even if the extreme value is single. Since a correction travel route corresponding to a high extreme value is not adopted, a correction travel route with a low evaluation is adopted, and it is possible to prevent the driver from giving a strong feeling of discomfort.

In the present invention, preferably, the backup control unit changes only the target acceleration / deceleration so as to avoid that the host vehicle traveling on the target traveling route exceeds the allowable upper limit value of the relative speed in the speed distribution region .

  In the target travel route, correction of the travel route with respect to the peripheral target object to be avoided is not performed, so when the vehicle travels on the target travel route, the own vehicle exceeds the upper limit line of allowable relative speed. According to the present invention configured as described above, the acceleration / deceleration speed of the own vehicle traveling on the target traveling route is calculated in order to avoid the own vehicle entering the region not satisfying the upper limit line of the allowable relative speed. Therefore, while reducing the calculation load of the vehicle control device, it is possible to avoid the collision without giving the driver a strong sense of discomfort.

  According to the vehicle control device of the present invention, it is possible to make it difficult for the driver to feel discomfort while reducing the calculation load in the vehicle control device.

It is a block diagram of a vehicle control device by an embodiment of the present invention. It is a figure which shows the detail of the driver | operator operation part of the vehicle control apparatus by embodiment of this invention. It is a control block diagram of a vehicle control device according to an embodiment of the present invention. It is explanatory drawing of the 1st travel path calculated by the vehicle control apparatus by embodiment of this invention. It is explanatory drawing of the 2nd driving | running route calculated by the vehicle control apparatus by embodiment of this invention. It is explanatory drawing of the 3rd driving | running | working path calculated by the vehicle control apparatus by embodiment of this invention. It is explanatory drawing of obstacle avoidance by correction | amendment of the driving | running route in the vehicle control apparatus by embodiment of this invention. FIG. 6 is an explanatory view showing a relationship between an allowable upper limit value of passing speed between an obstacle and a vehicle and clearance when avoiding the obstacle in the vehicle control device according to the embodiment of the present invention. It is explanatory drawing of the vehicle model in the vehicle control apparatus by embodiment of this invention. FIG. 7 is a view showing a constraint condition for a travel route to be satisfied in the travel route after correction in the vehicle control device according to the embodiment of the present invention. FIG. 7 is a view showing a constraint condition for a travel route to be satisfied in the travel route after correction in the vehicle control device according to the embodiment of the present invention. FIG. 7 is a view showing a constraint condition for a travel route to be satisfied in the travel route after correction in the vehicle control device according to the embodiment of the present invention. FIG. 7 is a view showing a constraint condition for a travel route to be satisfied in the travel route after correction in the vehicle control device according to the embodiment of the present invention. FIG. 7 is a diagram showing constraint conditions for travel parameters that the travel route after correction should be satisfied in the vehicle control device according to the embodiment of the present invention. FIG. 7 is a flowchart showing a procedure of calculating a target snake angle and a target acceleration / deceleration by the ECU based on input information from a camera outside the vehicle and other sensors in the vehicle control device according to the embodiment of the present invention. FIG. 7 is a view showing an example of the case where there is no traveling route that is generated so as not to exceed the upper limit line of allowable relative speed in the vehicle control device according to the embodiment of the present invention. FIG. 7 is a view showing an example in the case where the correction travel route can not be calculated due to the travel of a surrounding vehicle in the vehicle control device according to the embodiment of the present invention. FIG. 8 is a diagram showing an example in which there are a plurality of extrema of the evaluation function in the vehicle control device according to the embodiment of the present invention. FIG. 7 is a diagram showing a case where there is no abnormality in the front radar and the camera outside the vehicle and the rear radar is broken in the vehicle control device according to the embodiment of the present invention.

  Hereinafter, a vehicle control device according to an embodiment of the present invention will be described with reference to the attached drawings. First, the configuration of the vehicle control device will be described with reference to FIGS. 1 and 2. FIG. 1A is a block diagram of a vehicle control device, FIG. 1B is a diagram showing details of a driver operation unit, and FIG. 2 is a control block diagram of the vehicle control device.

  The vehicle control device 100 according to the present embodiment is configured to provide different driving support control to the vehicle 1 (see FIG. 3 etc.) equipped with the vehicle according to a plurality of driving support modes. The driver can select a desired driving support mode from a plurality of driving support modes.

  As shown in FIG. 1A, a vehicle control apparatus 100 is mounted on a vehicle 1 and includes user inputs for a vehicle control calculation unit (ECU) 10, a plurality of sensors and switches, a plurality of control systems, and a driving support mode. A driver operation unit 35 for performing the operation is provided. A plurality of sensors and switches include a camera 20 outside the vehicle, a camera 21 and a millimeter wave radar 22 as a front camera, and a plurality of behavior sensors (vehicle speed sensor 23, acceleration sensor 24, yaw rate sensor 25) for detecting the behavior of the vehicle. A plurality of behavior sensors (steering angle sensor 26, accelerator sensor 27, brake sensor 28) for detecting the behavior of the driver, a positioning system 29, and a navigation system 30 are included. Further, the plurality of control systems include an engine control system 31, a brake control system 32, and a steering control system 33.

  As shown in FIG. 1B, the driver operation unit 35 is provided in the compartment of the vehicle 1 so as to be operable by the driver, and driving for selecting a desired driving support mode from a plurality of driving support modes. It functions as a support mode setting unit. The driver operation unit 35 is provided with an ISA switch 36a for setting a speed limit mode, a TJA switch 36b for setting a preceding vehicle follow-up mode, and an ACC switch 36c for setting an automatic speed control mode. ing. Further, the driver operation unit 35 is provided with a distance setting switch 37a for setting an inter-vehicle distance in the preceding vehicle follow-up mode, and a vehicle speed setting switch 37b for setting a vehicle speed in an automatic speed control mode or the like. .

  The ECU 10 shown in FIG. 1A is configured by a computer provided with a CPU, a memory for storing various programs, an input / output device and the like. The ECU 10 controls the engine control system 31, the brake control system 32, and the steering control system 33 based on the driving support mode selection signal and the set vehicle speed signal received from the driver operation unit 35, and the signals received from the plurality of sensors and switches. On the other hand, it is possible to output request signals for appropriately operating the engine system, the brake system, and the steering system.

  The outdoor camera 20 captures an image of the front of the vehicle 1 and outputs the captured image data. The ECU 10 identifies an object (for example, a vehicle, a pedestrian, a road, a lane line (white line, yellow line), a traffic signal, a traffic sign, a stop line, an intersection, an obstacle, etc.) based on image data. Do. In addition, an outdoor camera for capturing an image of the side or the rear of the vehicle 1 can be provided. Furthermore, in the present embodiment, a vehicle interior camera 21 for capturing an image of a driver in operation is also provided in the vehicle. The ECU 10 may acquire information on the object from the outside via the on-vehicle communication device by traffic infrastructure, inter-vehicle communication, or the like.

  The millimeter wave radar 22 is a measurement device that measures the position and speed of an object (in particular, a preceding vehicle, a parked vehicle, a pedestrian, an obstacle, etc.), and transmits radio waves (transmission waves) toward the front of the vehicle 1 And the reflected wave generated by the transmission wave being reflected by the object. Then, the millimeter wave radar 22 measures the distance between the vehicle 1 and the object (for example, the distance between the vehicles) and the relative velocity of the object with respect to the vehicle 1 based on the transmission wave and the reception wave. In the present embodiment, the millimeter wave radar 22 includes a forward radar that detects an object in front of the vehicle 1, a side radar that detects an object of a lateral object, and an object behind the vehicle 1 An aft radar is provided to detect Also, in place of the millimeter wave radar 22, a laser radar, an ultrasonic sensor or the like may be used to measure the distance to the object and the relative velocity. Also, a plurality of sensors may be used to construct a position and velocity measurement device.

The vehicle speed sensor 23 detects the absolute speed of the vehicle 1.
The acceleration sensor 24 detects the acceleration of the vehicle 1 (longitudinal acceleration in the longitudinal direction, lateral acceleration in the lateral direction). The acceleration includes an acceleration side (positive) and a deceleration side (negative).
The yaw rate sensor 25 detects the yaw rate of the vehicle 1.
The steering angle sensor 26 detects the rotation angle (steering angle) of the steering wheel of the vehicle 1.
The accelerator sensor 27 detects the depression amount of the accelerator pedal.
The brake sensor 28 detects the depression amount of the brake pedal.

The positioning system 29 is a GPS system and / or a gyro system, and detects the position of the vehicle 1 (current vehicle position information).
The navigation system 30 stores map information inside, and can provide the ECU 10 with map information. The ECU 10 specifies a road, an intersection, a traffic signal, a building, etc. existing 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 in engine output so as to obtain the target acceleration / deceleration.

  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, to the brake control system 32, a brake request signal that requests generation of a braking force to the vehicle 1 so as to obtain the target acceleration / deceleration.

  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 that requests a change in the steering direction so as to obtain the target steering angle.

  As shown in FIG. 2, the ECU 10 includes an input processing unit 10a, a target target selection unit 10b, a target travel route calculation unit 10c, a correction travel route calculation unit 10d, a backup control unit 10e, a main control unit 10f, and an output adjustment unit. It has a single CPU that functions as 10g. In the present embodiment, although a single CPU is configured to execute a plurality of the above functions, the present invention is not limited to this, and a plurality of CPUs can be configured to execute these functions.

  The input processing unit 10a is configured to process input information input from the camera 20 outside the vehicle, other sensors, and the driver operation unit 35. The input processing unit 10a functions as an image analysis unit that analyzes an image of the outdoor camera 20 obtained by capturing an image of a traveling road surface and detects a traveling lane (divisions on both sides of the lane) in which the host vehicle is traveling. In addition, the input processing unit 10a is configured to recognize a peripheral target existing around the host vehicle based on an input signal from a sensor such as the millimeter wave radar 22 or analysis of an image of the camera 20 outside the vehicle. ing. Therefore, the input processing unit 10a functions as a peripheral target detection unit that detects a peripheral target. In the present embodiment, the input processing unit 10a is configured to recognize about 35 types of objects as peripheral targets based on the input information.

  The target target selecting unit 10b is configured to select a target target related to driving assistance of the host vehicle from among a large number of peripheral targets recognized by the input processing unit 10a. For example, surrounding vehicles existing in the traveling direction of the host vehicle, road signs, pedestrian crossings, pedestrians, and the like are selected by the target target selecting unit 10b as target targets. In the present embodiment, the target target selection unit 10b is configured to select about five targets as the target targets from among the approximately 35 types of targets recognized by the input processing unit 10a. There is. The target object selected by the target object selection unit 10b is changed according to the traveling state of the vehicle and the set driving support mode.

  The target travel route calculation unit 10 c is configured to calculate a target travel route of the vehicle based on input information from the millimeter wave radar 22, the outdoor camera 21, and other sensors.

  The corrected travel route calculation unit 10d is configured to correct the target travel route calculated by the target travel route calculation unit 10c to calculate a corrected travel route. For example, the correction travel route calculation unit 10d sets an upper limit line of allowable relative speeds at which the vehicle can travel with respect to the target object to be avoided selected by the target target selection unit 10b, and satisfies the upper limit line. Thus, the target travel route calculated by the target travel route calculation unit 10c is corrected.

  Furthermore, the correction travel route calculation unit 10d selects a travel route that satisfies a predetermined restriction condition from among travel routes that satisfy the upper limit line of the allowable relative speed at which the vehicle can travel. Furthermore, the correction travel route calculation unit 10d is configured to determine, from among the selected travel routes, a travel route with which the predetermined evaluation function is minimized as an optimal correction travel route. That is, the corrected traveling route calculation unit 10d calculates the corrected traveling route based on the upper limit line, the predetermined evaluation function, and the predetermined constraint condition. Further, in the present embodiment, different constraint conditions for determining the optimum correction travel route are set in accordance with the selected driving support mode or the driving situation by the driver.

The main control unit 10 f calculates a target snake angle and a target acceleration / deceleration for traveling on the corrected travel route calculated by the corrected travel route calculation unit 10 d. Further, the backup control unit 10e calculates a target deflection angle and a target acceleration / deceleration for traveling on the target travel route calculated by the target travel route calculation unit 10c.
The output adjustment unit 10g outputs, as control signals, the target deflection and the target acceleration / deceleration calculated by the main control unit 10f, or the target deflection and the target acceleration / deceleration calculated by the backup control unit 10e.
The ECU 10 controls at least one of the engine control system 31, the brake control system 32, and the steering control system 33 so that the target acceleration / deceleration and the target deflection angle output from the output adjustment unit 10g are achieved. , Output a request signal.

  Next, the driving support mode provided in the vehicle control device 100 according to the present embodiment will be described. In the present embodiment, four modes are provided as the driving support mode. That is, a speed limit mode which is a driver's steering mode executed by operating the ISA switch 36a, a preceding vehicle tracking mode which is an automatic steering mode executed by operating the TJA switch 36b, and an ACC switch 36c. An automatic speed control mode which is a driver's steering mode to be executed by operation and a basic control mode to be executed when any driving support mode is not selected are provided.

<Preceding vehicle tracking mode>
The preceding vehicle follow-up mode is basically an automatic steering mode in which the vehicle 1 follows the preceding vehicle while maintaining a predetermined inter-vehicle distance between the vehicle 1 and the preceding vehicle according to the vehicle speed. Automatic steering control by 100, speed control (engine control, brake control), obstacle avoidance control (speed control and steering control).

  In the preceding vehicle follow-up mode, different steering control and speed control are performed depending on whether or not detection of both ends of the lane is possible, and whether there is a preceding vehicle. Here, both ends of the lane are both ends of the lane on which the vehicle 1 travels (division lines such as white lines, road ends, curbs, median dividers, guard rails, etc.), and the boundaries between adjacent lanes and sidewalks etc. is there. The input processing unit 10 a included in the ECU 10 detects both ends of the lane from image data captured by the camera 20 outside the vehicle. Further, both ends of the lane may be detected from the map information of the navigation system 30. However, for example, when traveling on a plain where there is no lane instead of the road on which the vehicle 1 is maintained, or when reading failure of image data from the camera outside the vehicle 20, etc. .

  Further, in the present embodiment, the ECU 10 as the leading vehicle detection unit detects the leading vehicle from the image data by the outdoor camera 20 and the measurement data by the front radar of the millimeter wave radar 22. Specifically, the other vehicle traveling in the front is detected as a traveling vehicle based on the image data from the camera outside the vehicle 20. Furthermore, in the present embodiment, when the inter-vehicle distance between the vehicle 1 and the other vehicle is equal to or less than a predetermined distance (for example, 400 to 500 m), the other vehicle is detected as the preceding vehicle. Ru.

  In the following vehicle follow-up mode, regardless of the presence or absence of the preceding vehicle and whether or not detection of both ends of the lane, if the peripheral target object to be avoided is detected by the input processing unit 10a, the target travel route is corrected. An obstacle (surrounding target) is automatically avoided.

<Automatic speed control mode>
The automatic speed control mode is a driver steering mode in which speed control is performed to maintain a predetermined set vehicle speed (constant speed) preset by the driver using the vehicle speed setting switch 37 b. Although automatic speed control (engine control, brake control) is performed by the steering wheel, steering control is not performed. In this automatic speed control mode, the vehicle 1 travels to maintain the set vehicle speed, but may be accelerated beyond the set vehicle speed by depression of the accelerator pedal by the driver. When the driver performs a brake operation, the driver's intention is given priority, and the vehicle speed is reduced from the set vehicle speed. In addition, when it catches up with the preceding vehicle, the speed is controlled so as to follow the preceding vehicle while maintaining the inter-vehicle distance according to the vehicle speed, and when the preceding vehicle ceases to exist, the speed is controlled again to return to the set vehicle speed. Be done.

<Speed limit mode>
The speed limit mode is a driver steering mode in which the speed control is performed so that the vehicle speed of the vehicle 1 does not exceed the speed limit by the speed sign or the set speed set by the driver. With speed control (engine control). The speed limit may be specified by the ECU 10 performing image recognition processing of a speed sign taken by the camera 20 outside the vehicle and image data of a speed indication on the road surface, or may be received by external wireless communication. . In the speed limit mode, even if the driver depresses the accelerator pedal so as to exceed the speed limit, the vehicle 1 is accelerated only to the speed limit.

<Basic control mode>
Further, the basic control mode is a mode (off mode) when any driving support mode is not selected by the driver operation unit 35, and automatic steering control and speed control by the vehicle control device 100 are performed. Absent. However, when the vehicle 1 may collide with an oncoming vehicle or the like, control for avoiding the collision is executed. In addition, these collision avoidances are similarly performed in the preceding vehicle following mode, the automatic speed control, and the speed limit mode.

  Next, with reference to FIGS. 3 to 5, a plurality of travel routes calculated by the vehicle control device 100 according to the present embodiment will be described. FIGS. 3 to 5 are explanatory diagrams of the first to third travel routes, respectively. In the present embodiment, the target travel route calculation unit 10c included in the ECU 10 is configured to repeatedly calculate the following first travel route R1 to third travel route R3 in time (for example, 0.1 Every second). In the present embodiment, the ECU 10 calculates a traveling route until a predetermined period (for example, 3 seconds) elapses from the current time based on information such as a sensor. The travel route Rx (x = 1, 2, 3) is specified by the target position (Px_k) and the target velocity (Vx_k) of the vehicle 1 on the travel route (k = 0, 1, 2,..., N ). Furthermore, at each target position, target values are specified for a plurality of variables (acceleration, acceleration change amount, yaw rate, steering angle, vehicle angle, etc.) other than the target velocity.

  In addition, the travel route (the first travel route to the third travel route) in FIGS. 3 to 5 is the periphery of a target on which the vehicle 1 travels or a target (an obstacle such as a parked vehicle or pedestrian) around the travel route. It is calculated based on the shape of the traveling path, the traveling trajectory of the preceding vehicle, the traveling behavior of the vehicle 1, and the set vehicle speed without considering the detection information of the target. As described above, in the present embodiment, since the information of the peripheral target is not considered in the calculation, the overall calculation load of the plurality of travel routes can be suppressed low.

In the following, for easy understanding, each travel route calculated when the vehicle 1 travels on the road 5 including the straight section 5a, the curve section 5b, and the straight section 5c will be described. The road 5 is composed of left and right lanes 5 _L and 5 _R. At the present time, it is assumed that the vehicle 1 is traveling on the lane 5 _L of the straight section 5 a.

(First travel route)
As shown in FIG. 3, the first travel route R1 is set for a predetermined period so as to keep the vehicle 1 traveling in the lane 5 _L , which is a travel path, in accordance with the shape of the road 5. Specifically, the first travel route R1 is set so that the vehicle 1 maintains traveling near the center of the lane 5 _{L in} the straight line segments 5a and 5c, and the vehicle 1 is from the width direction center of the lane 5 _{L in} the curve segment 5b. It is also set to travel on the inside or in side (the center O side of the radius of curvature L of the curve section).

Target traveling path calculator 10c performs the image recognition processing of the image data around the vehicle 1 captured by the vehicle exterior camera 20, detects the lane end portions 6 _L, 6 _R. Both ends of the lane are, as described above, dividing lines (such as white lines) and road shoulders. Furthermore, the target travel route calculation unit 10 c calculates the lane width W of the lane 5 _L and the curvature radius L of the curve section 5 b based on the detected both lane ends 6 _L and 6 _R. The lane width W and the curvature radius L may be acquired from the map information of the navigation system 30. Furthermore, the target travel route calculation unit 10c reads the speed sign S and the speed limit displayed on the road surface from the image data. Note that, as described above, the speed limit may be acquired by wireless communication from the outside.

Target traveling path calculator 10c is straight section 5a, the 5c, the central portion in the width direction of the vehicle 1 the center in the width direction of the lane end portions 6 _L, 6 _R (e.g., center of gravity position) so as to pass through, the A plurality of target positions P1_k of one travel route R1 are set.

On the other hand, the target traveling path calculator 10c is the curve section 5b, in the longitudinal direction of the center position P1_c curve section 5b, sets the widthwise center position of the lane 5 _L maximum displacement amount Ws to the in-side. The displacement amount Ws is calculated based on the curvature radius L, the lane width W, and the width dimension D of the vehicle 1 (a prescribed value stored in the memory of the ECU 10). Then, the target travel route calculation unit 10c sets a plurality of target positions P1_k of the first travel route R1 so as to smoothly connect the center position P1_c of the curve section 5b and the width direction center position of the straight sections 5a and 5c. Before and after entering the curve section 5b, the first travel route R1 may be set on the in-side of the straight sections 5a and 5c.

  The target speed V1_k at each target position P1_k of the first travel route R1 is, in principle, the speed set by the driver using the vehicle speed setting switch 37b of the driver operation unit 35 or a predetermined value preset by the vehicle control device 100. It is set to the set vehicle speed (constant speed). However, when the set vehicle speed exceeds the speed limit acquired from the speed mark S or the like or the speed limit defined in accordance with the curvature radius L of the curve section 5b, the target speed of each target position P1_k on the traveling route V1_k is limited to the slower speed limit of the two speed limits. Further, the target travel route calculation unit 10c appropriately corrects the target position P1_k and the target vehicle speed V1_k according to the current behavior state of the vehicle 1 (that is, vehicle speed, acceleration, yaw rate, steering angle, lateral acceleration, etc.). For example, if the current vehicle speed is significantly different from the set vehicle speed, the target vehicle speed is corrected such that the vehicle speed approaches the set vehicle speed.

(Second travel route)
Further, as shown in FIG. 4, the second traveling route R2 is set for a predetermined period so as to follow the traveling locus of the preceding vehicle 3. Target traveling path calculator unit 10c, the image data by the vehicle exterior camera 20, measured by the millimeter wave radar 22 data, based on the vehicle speed of the vehicle 1 by the vehicle speed sensor 23, the preceding vehicle 3 on lanes 5 _L of travel of the vehicle 1 The position and speed are continuously calculated, and these are stored as preceding vehicle locus information, and based on this preceding vehicle locus information, the traveling locus of the leading vehicle 3 is taken as the second traveling route R2 (target position P2_k, target speed V2_k Set as).

(Third travel route)
Further, as shown in FIG. 5, the third travel route R3 is set for a predetermined period based on the current driving state of the vehicle 1 by the driver. That is, the third travel route R3 is set based on the position and speed estimated from the current travel behavior of the vehicle 1.
The target travel route calculation unit 10c calculates a target position P3_k of the third travel route R3 for a predetermined period based on the steering angle, the yaw rate, and the lateral acceleration of the vehicle 1. However, when both ends of a lane are detected, the target travel path calculation unit 10c corrects the target position P3_k so that the calculated third travel path R3 does not approach or cross the lane end.

  Further, the target travel route calculation unit 10c calculates the target velocity V3_k of the third travel route R3 for a predetermined period based on the current vehicle speed and acceleration of the vehicle 1. If the target speed V3_k exceeds the speed limit acquired from the speed mark S or the like, the target speed V3_k may be corrected so as not to exceed the speed limit.

  Next, the relationship between the driving support mode and the travel route in the vehicle control device 100 according to the present embodiment will be described. In the present embodiment, when the driver operates the driver operation unit 35 to select one driving support mode, the travel route is selected according to the selected driving support mode.

When the preceding vehicle follow-up mode is selected, when both ends of the lane are detected, the first travel route is applied regardless of the presence or absence of the preceding vehicle. In this case, the set vehicle speed set by the vehicle speed setting switch 37b is the target speed.
On the other hand, when the preceding vehicle follow-up mode is selected, the second travel route is applied when the both ends of the lane are not detected and the preceding vehicle is detected. In this case, the target speed is set in accordance with the vehicle speed of the preceding vehicle. Further, at the time of selection of the preceding vehicle follow-up mode, the third travel route is applied when both ends of the lane are not detected and no preceding vehicle is also detected.

  Further, at the time of selection of the automatic speed control mode, the third travel route is applied. The automatic speed control mode is a mode for automatically executing speed control as described above, and the set vehicle speed set by the set vehicle speed input unit 37 becomes the target speed. In addition, steering control is performed based on the operation of the steering wheel by the driver.

  The third travel route is also applied when the speed limit mode is selected. The speed limit mode is also a mode in which the speed control is automatically executed as described above, and the target speed is set in a range equal to or less than the speed limit in accordance with the depression amount of the accelerator pedal by the driver. In addition, steering control is performed based on the operation of the steering wheel by the driver.

  Further, at the time of selection of the basic control mode (off mode), the third travel route is applied. The basic control mode is basically the same as the state in which the speed limit is not set in the speed limit mode.

Next, with reference to FIG. 6 to FIG. 8, the travel route correction process executed in the corrected travel route calculation unit 10 d of the ECU 10 according to the present embodiment will be described. FIG. 6 is an explanatory view of obstacle avoidance by correction of the travel route. FIG. 7 is an explanatory view showing a relationship between an allowable upper limit value of passing speed between an obstacle and a vehicle at the time of avoiding an obstacle and a clearance, and FIG. 8 is an explanatory view of a vehicle model.
In FIG. 6, the vehicle 1 travels on a traveling path (lane) 7 and is about to pass the vehicle 3 by passing the vehicle 3 while driving or stopping.

  Generally, when passing (or overtaking) an obstacle on the road or in the vicinity of the road (for example, a preceding vehicle, a parked vehicle, a pedestrian, etc.), the driver of the vehicle 1 operates in the lateral direction orthogonal to the traveling direction. A predetermined clearance or interval (lateral distance) is maintained between the vehicle 1 and the obstacle, and the vehicle 1 is decelerated to a speed that the driver of the vehicle 1 feels safe. More specifically, the smaller the clearance, the less the clearance for the obstacle, in order to avoid the danger that the preceding vehicle will suddenly change course, the pedestrian will come out from the blind spot of the obstacle, or the door of the parked vehicle will open. The relative speed is reduced.

  In general, when approaching the preceding vehicle from the rear, the driver of the vehicle 1 adjusts the speed (relative speed) in accordance with 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.

  Thus, the driver drives the vehicle 1 without danger while considering the relationship between the distance between the obstacle and the vehicle 1 (including lateral distance and longitudinal distance) and the relative speed. ing.

Therefore, in the present embodiment, as shown in FIG. 6, the vehicle 1 is placed around the obstacle (lateral area, rear area, etc.) with respect to the obstacle detected from the vehicle 1 (for example, the parked vehicle 3). And over the front area) or at least between the obstacle and the vehicle 1, configured to set a two-dimensional distribution (speed distribution area 40) defining an allowable upper limit value for the relative speed in the traveling direction of the vehicle 1 There is. In the velocity distribution area 40, an allowable upper limit value V _lim of the relative velocity is set at each point around the obstacle. In the present embodiment, correction of the travel route is performed such that the relative speed of the vehicle 1 with respect to the obstacle does not exceed the allowable upper limit value V _lim in the speed distribution region 40 in all the driving support modes.

As can be seen from FIG. 6, in principle, the lower the lateral distance and the vertical distance from the obstacle (the closer to the obstacle), the smaller the upper limit of the relative speed becomes. It is set. Further, in FIG. 6, equal relative velocity lines in which points having the same allowable upper limit value are connected are shown for ease of 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 . In this example, each equal relative velocity area is set to be substantially rectangular. As described above, when the correction processing route calculation unit 10d recognizes the obstacle (nearby target) to be avoided by the input processing unit 10a and selects the obstacle by the target target selection unit 10b, The upper limit line of the allowable relative speed that the vehicle can drive is set. Then, the target travel route calculated by the target travel route calculation unit 10c is corrected so as to satisfy the upper limit line.

  The velocity distribution region 40 does not necessarily have to be set all around the obstacle, but at least behind the obstacle and on one side in the lateral direction of the obstacle where the vehicle 1 exists (in FIG. 6, the vehicle 3 In the right area of

As shown in FIG. 7, when the vehicle 1 travels at a certain absolute speed, the allowable upper limit value V _lim set in the lateral direction of the obstacle is 0 (zero) until the clearance X is D ₀ (safety distance). 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 vehicle 1 is the relative speed is zero at D ₀ below. On the other hand, when the clearance X is D ₀ or more, as the clearance is larger, the vehicle 1 is allowed to pass at a higher relative speed.

In the example of FIG. 7, the allowable upper limit value in the lateral direction of the obstacle 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, and is set depending on the type of obstacle or the like. Further, D _{0 is} also set depending on the type of obstacle or the like.

In the present embodiment, V _lim is defined to be a quadratic function of X. However, the present invention is not limited to this and may be defined by another function (for example, a linear function or the like). Further, although the allowable upper limit value V _{lim in} the lateral direction of the obstacle has been described with reference to FIG. 7, the same may be applied to all radial directions including the longitudinal direction of the obstacle. At that time, the coefficient k and the safety distance D ₀ can be set according to the direction from the obstacle.

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

  Further, in the present embodiment, the obstacle includes a vehicle, a pedestrian, a bicycle, a cliff, a ditch, a hole, a falling object and the like. Furthermore, vehicles can be distinguished by cars, trucks, and motorcycles. Pedestrians are distinguishable among adults, children and groups.

  As shown in FIG. 6, when the vehicle 1 is traveling on the traveling path 7, the input processing unit 10a built in the ECU 10 of the vehicle 1 is an obstacle (vehicle 3) based on image data from the outdoor camera 20. ) To detect. At this time, the type of obstacle (in this case, a vehicle or a pedestrian) is identified.

  Further, the input processing unit 10 a calculates the position and relative speed of the obstacle (vehicle 3) relative to the vehicle 1 and the absolute speed based on the measurement data of the millimeter wave radar 22 and the vehicle speed data of the vehicle speed sensor 23. The position of the obstacle includes an x-direction position (longitudinal distance) along the traveling direction of the vehicle 1 and a y-direction position (lateral distance) along the lateral direction orthogonal to the traveling direction.

The corrected travel route calculation unit 10d built in the ECU 10 sets the speed distribution area 40 for all the detected obstacles (in the case of FIG. 6, the vehicle 3). Then, the corrected travel route calculation unit 10 d corrects the travel route so that the speed of the vehicle 1 does not exceed the allowable upper limit value V _lim of the speed distribution region 40. The corrected travel route calculation unit 10d corrects the target travel route applied according to the driving support mode selected by the driver, in accordance with the avoidance of the obstacle.

  That is, when the vehicle 1 travels on the target traveling route, if the target speed exceeds the allowable upper limit defined by the speed distribution area 40 at a certain target position, the target speed is decreased without changing the target position. (Route Rc1 in FIG. 6), change the target position on the bypass route so that the target velocity does not exceed the allowable upper limit without changing the target velocity (route Rc3 in FIG. 6), the target position and the target velocity Both are changed (path Rc2 in FIG. 6).

  For example, FIG. 6 shows the case where the calculated target travel route R is a route traveling at a central position (target position) in the width direction of the travel route 7 at 60 km / h (target speed). In this case, the parked vehicle 3 is present as an obstacle ahead, but as described above, this obstacle is not taken into consideration in the calculation of the target travel route R because of the reduction of the calculation load.

When traveling on the target traveling route R, the vehicle 1 crosses the equal relative velocity lines d, c, c, d of the velocity distribution area 40 in order. That is, the vehicle 1 traveling at 60 km / h enters an area inside the equal relative speed line d (permissible upper limit value V _lim = 60 km / h). Therefore, the corrected travel route calculation unit 10d corrects the target travel route R so as to limit the target speed at each target position of the target travel route R to the allowable upper limit value V _lim or less, and corrects the corrected target travel route Rc1. Generate That is, in the target travel route Rc1 after correction, the target speed gradually decreases to less than 40 km / h as the vehicle 3 approaches, so that the target vehicle speed becomes the allowable upper limit value V _lim or less at each target position. Thereafter, as the vehicle 3 is moved away, the target speed is gradually increased to the original 60 km / h.

  Further, the target travel route Rc3 is set so as to travel outside the equal relative speed line d (corresponding to a relative velocity of 60 km / h) without changing the target velocity (60 km / h) of the target travel route R. Route. The corrected travel route calculation unit 10d corrects the target travel route R so as to change the target position so that the target position is located on the equal relative speed line d or outside thereof in order to maintain the target speed of the target travel route R. To generate a target travel route Rc3. Therefore, the target speed of the target travel route Rc3 is maintained at 60 km / h, which is the target speed of the target travel route R.

  Further, the target travel route Rc2 is a route in which both the target position and the target speed of the target travel route R have been changed. In the target travel route Rc2, the target speed is not maintained at 60 km / h, and gradually decreases as the vehicle 3 is approached, and then gradually increases up to the original 60 km / h as the distance from the vehicle 3 Be done.

The correction that changes only the target speed without changing the target position of the target travel route R like the target travel route Rc1 can be applied to a driving support mode that involves speed control but does not involve steering control ( For example, automatic speed control mode, speed limit mode, basic control mode).
Further, as in the target travel route Rc3, the correction for changing only the target position without changing the target speed of the target travel route R can be applied to the driving support mode with steering control (for example, following vehicle mode).
Further, as in the target travel route Rc2, a correction that changes both the target position and the target speed of the target travel route R can be applied to the driving support mode with speed control and steering control (for example, the following vehicle follow-up mode ).

  Next, among the settable corrected travel routes, the corrected travel route calculation unit 10d built in the ECU 10 determines an optimal corrected travel route based on sensor information and the like. That is, the correction travel route calculation unit 10d determines an optimal correction travel route from among the settable correction travel routes based on a predetermined evaluation function and a predetermined constraint condition.

  The ECU 10 stores the evaluation function J, the constraints and the vehicle model in a memory. When determining the optimum correction travel route, the correction travel route calculation unit 10d calculates the optimum correction travel route having the extremum of the evaluation function J within the range satisfying the constraint conditions and the vehicle model (optimization processing).

  The evaluation function J has a plurality of evaluation factors. The evaluation factors in this example are, for example, velocity (longitudinal and lateral), acceleration (longitudinal and lateral), acceleration variation (longitudinal and lateral), yaw rate, lateral position relative to lane center, vehicle angle, steering It is a function for evaluating the quality of a plurality of travel routes obtained by correcting the target travel route with regard to corners and other software constraints.

  The evaluation factors include an evaluation factor related to the longitudinal behavior of the vehicle 1 (longitudinal evaluation factor: longitudinal velocity, acceleration, acceleration change amount, etc.) and an evaluation factor related to the lateral behavior of the vehicle 1 (horizontal evaluation factor) : Lateral velocity, acceleration, acceleration change amount, yaw rate, lateral position with respect to lane center, vehicle angle, steering angle, etc. are included.

In the present embodiment, the evaluation function J is described by the following equation.

Where Wk (Xk-Xrefk) ² is an evaluation factor, Xk is a physical quantity related to the evaluation factor of the corrected travel route, Xrefk is a physical quantity related to the evaluation factor of the target travel route (before correction), Wk is a weight value of the evaluation factor (for example, It is 0 <= Wk <= 1) (however, k = 1-n). Therefore, the evaluation function J according to the present embodiment weights the sum of the squares of the physical quantities of the corrected travel route with respect to the physical quantities of the target travel route (before correction) for the physical quantities of n evaluation factors For example, it corresponds to the value summed over the travel path length of N = 3 seconds.

  In the present embodiment, the evaluation function J has a smaller value as the evaluation of the travel route corrected the target travel route is higher, so the travel route with the evaluation function J having a minimum value is optimum by the correction travel route calculation unit 10d. It is calculated as a correction travel route.

  The constraint condition is a condition that the correction travel route needs to be satisfied, and by narrowing the correction travel route to be evaluated by the constraint condition, it becomes possible to reduce the calculation load required for the optimization processing by the evaluation function J. Calculation time can be shortened.

  The vehicle model defines the physical motion of the vehicle 1 and is described by the following equation of motion. This vehicle model is a two-wheel model shown in FIG. 8 in this example. By defining the physical movement of the vehicle 1 by the vehicle model, it is possible to calculate a corrected traveling route with reduced discomfort when traveling, and at the same time to make the optimization process by the evaluation function J converge early. it can.

In FIG. 8 and Equations (1) and (2), m is the mass of the vehicle 1, I is the yawing moment of the vehicle 1, l is the wheel base, l _f is the distance between the vehicle center of gravity and the front axle, l _r is the distance between the vehicle center of gravity and a rear axle, K _f is tire cornering power per wheel one wheel, K _r is a tire cornering power per rear one wheel, V is the vehicle 1 speed, [delta] is the actual steering angle of the front wheels, β is the side slip angle of the center of gravity of the vehicle, r is the yaw angular velocity of the vehicle 1, θ is the yaw angle of the vehicle 1, y is the lateral displacement of the vehicle 1 relative to the absolute space, and t is time.
As described above, the correction travel route calculation unit 10d calculates an optimum correction travel route with the smallest evaluation function J among a large number of travel routes based on the target travel route, the constraint condition, the vehicle model, and the like.

  Next, constraint conditions for the correction travel route will be described with reference to FIGS. 9 to 13. FIGS. 9 to 12 are diagrams showing constraints on the travel route that the travel route after the correction should satisfy. FIG. 13 is a diagram showing constraint conditions for the travel parameters that the travel route after correction should satisfy.

  The target travel route calculated by the target travel route calculation unit 10c is adjusted by the corrected travel route calculation unit 10d to the upper limit line (FIG. 6) of the allowable relative speed at which the vehicle can travel with respect to the peripheral target. The corrected traveling route is calculated based on J and the constraints described below. That is, among the travel routes changed so as not to exceed the upper limit line of the allowable relative speed with respect to the peripheral target, the travel route which satisfies each constraint condition and has the smallest evaluation function value is the optimum correction travel route. It is calculated.

  As shown in FIG. 9, for example, when the preceding vehicle follow-up mode which is an automatic steering mode is being executed and the lane is detected by the camera outside the vehicle 20, the target traveling route calculation unit 10c The target travel route R is set at the center of the division line, and the correction travel route calculation unit 10d sets the detected lane (area A outside the division line on both sides (the hatched area in FIG. 9)) as a constraint condition. Set That is, when the lane is detected, the target travel route R is set at the center of the lane and the constraint condition is set in the area A outside the lane even during the preceding vehicle following mode. By setting the constraint conditions in this manner, the corrected traveling route calculation unit 10 d corrects the target traveling route R in a range in which the vehicle 1 does not intrude into the area A.

  On the other hand, as shown in FIG. 10, when the lane is not detected and the preceding vehicle is detected in the following vehicle follow-up mode, the traveling locus of the preceding vehicle 3 is set as the target traveling route R. Further, an area A outside the vehicle width centering on the estimated traveling route when the vehicle travels on the target traveling route R (traveling trajectory of the preceding vehicle) is set as a constraint condition. As described above, when the vehicle travels on the same path as the traveling trajectory of the preceding vehicle 3, the outside of the region through which the vehicle passes is set as the constraint condition. By setting the constraint conditions in this manner, the corrected traveling route calculation unit 10 d corrects the target traveling route R in a range in which the vehicle 1 does not intrude into the area A.

  Furthermore, as shown in FIG. 11, in the preceding vehicle following mode, when the lane and the preceding vehicle are not detected, it is estimated that the vehicle travels when the current driving condition by the driver's will is continued. An estimated travel route is set as a target travel route R, and an area A outside the vehicle width is set as a constraint condition around this estimated travel route. That is, when the preceding vehicle is not detected, the constraint condition based on the target travel route R calculated by the target travel route calculation unit 10c is set. By setting the constraint conditions in this manner, the corrected traveling route calculation unit 10 d corrects the target traveling route R in a range in which the vehicle 1 does not intrude into the area A.

  Further, as shown in FIG. 12, when the lane is detected in a control mode other than the preceding vehicle follow-up mode, it is estimated that the vehicle travels when the current driving condition by the driver's will is continued. The estimated travel route is set as a target travel route R. In the example shown in FIG. 12, the vehicle 1 travels at a position near the lane line on the left side of the center of the lane in the lane by the driver's will, and if this driving situation continues, the vehicle 1 is on the left side. It is estimated that the vehicle will continue to travel near the lane line of Therefore, a position closer to the lane line on the left side than the lane center which is the estimated travel route is set as the target travel route R. Further, an area A which is an area outside the vehicle width with respect to the estimated travel route and an area outside the dividing lines on both sides of the lane is set as a constraint condition. By setting the constraint conditions in this manner, the corrected traveling route calculation unit 10 d corrects the target traveling route R in a range in which the vehicle 1 does not intrude into the area A.

Next, with reference to FIG. 13, constraint conditions on travel parameters that the travel route after correction should satisfy will be described.
As described above, the target travel route calculation unit 10c of the ECU 10 calculates the target travel route R, and the target travel route R satisfies the above-described constraints (FIGS. 9 to 12) by the corrected travel route calculation unit 10d. Will be corrected to In addition to this, the correction travel route calculation unit 10d corrects the target travel route R so that the travel parameter limit value shown in FIG. 13 is also satisfied as a constraint condition. That is, even if the corrected travel route satisfies the constraint conditions shown in FIGS. 9 to 12, the travel route is difficult to realize with respect to the motion performance of the own vehicle 1, or the vehicle occupant is uncomfortable. It can not be adopted if it is a given travel route. For this reason, in the present embodiment, constraint conditions are provided also for travel parameters related to the motion of the own vehicle, such as the acceleration of the vehicle.

That is, as shown in FIG. 13, in the present embodiment, in the preceding vehicle following mode (TJA), the longitudinal acceleration of the vehicle is limited to ± 3 m / s ² , and the lateral acceleration of the vehicle is ± 4 m / s ² Within the vehicle, the longitudinal acceleration of the vehicle is limited to ± 5 m / s ³ , the lateral acceleration of the vehicle is limited to ± 2 m / s ³ , and the steering angle of the vehicle is within ± 90 deg. The steering angular velocity of the vehicle is limited to ± 90 deg / s, and the yaw rate of the vehicle is limited to ± 10 deg / s. Thus, in the preceding vehicle following mode which is the automatic steering mode, the constraint condition is given as an absolute value of the travel parameter, and by providing such a constraint condition in the travel parameter, a large G (acceleration) of the vehicle occupant To prevent it from acting and causing discomfort.

  Next, with reference to FIG. 14, the calculation procedure of the target snake angle and the target acceleration / deceleration by the ECU 10 will be described. FIG. 14 is a flow chart showing a procedure of calculating the target angle and target acceleration / deceleration by the ECU 10 based on input information from the camera 20 outside the vehicle and other sensors. The processing according to the flowchart shown in FIG. 14 is repeatedly performed at predetermined time intervals while the driving support control is being executed. In the present embodiment, the process of the flowchart shown in FIG. 14 is executed every about 0.1 seconds, which is a time interval for updating the target travel route and the correction travel route.

  First, in step S1 of FIG. 14, information of a traveling path on which the vehicle 1 is traveling and information of a vehicle state are detected based on input information from the camera 20 outside the vehicle and other sensors. The processing in step S1 is mainly executed by the input processing unit 10a of the ECU 10. As the information on the traveling path, information on the width of the lane on which the vehicle 1 is traveling, and information on the road shape such as straight road or curved road are mainly detected from the image captured by the camera outside the vehicle 20. Further, as the information of the vehicle state, the current vehicle speed measured by the vehicle speed sensor 23, the current steering angle measured by the steering angle sensor 26, the depression amount of the accelerator pedal measured by the accelerator sensor 27, etc. are detected Be done.

Next, in step S2, information of a target existing around the vehicle 1 is detected (recognized) based mainly on input information from the millimeter wave radar 22 and the camera outside the vehicle 20. In the present embodiment, the target detected in step S2 is a target existing in a range where the vehicle 1 may reach by about 3 seconds after the target travel route is generated, and is a preceding vehicle. Pedestrians, obstacles, traffic lights, road signs, pedestrian crossings etc. are detected. The detection process of the target in step S2 is also mainly executed by the input processing unit 10a of the ECU 10.
Furthermore, in step S2, a target target required for calculation of the travel route is selected from among the detected peripheral targets. The process of selecting a target object from the peripheral objects is mainly performed by the target object selection unit 10b of the ECU 10.

  In addition, when a detection signal from the outside camera 20 connected to the ECU 10 or any other sensor is not input, or when the detection signals among the detection signals of the respective sensors including the outside camera 20 are matched If there is no sex, the input processing unit 10a estimates that any sensor has an abnormality. For example, when a target at a position to be detected by the forward and side radars of the millimeter wave radar 20 is detected by only one of the radars, or an obstacle based on the image of the outdoor camera 20 Is detected in any of the sensors including the camera 20 outside the vehicle if the corresponding object is not detected by any of the millimeter wave radars 22 even though the presence of the is detected. Presumed.

  Next, in step S3, the target travel route (FIGS. 3 to 5) is calculated based on the travel path information detected in step S1, the vehicle state information, and the information of the target object detected and selected in step S2. Be done. The calculation of the target travel route in step S3 is mainly performed by the target travel route calculation unit 10c of the ECU 10. As described above, the target travel route is a travel route set according to the set driving support mode, and for calculation of the target travel route, the preceding vehicle selected by the target target selection unit 10b, or the walking And obstacles are not taken into consideration. However, in the present embodiment, when the target object is a signal or a pedestrian crossing, these target objects are added to the calculation of the target travel route. Specifically, when the vehicle 1 is approaching a red light or a pedestrian crossing, it is also possible to calculate a target travel route so as to reduce the travel speed of the vehicle.

  Further, in step S4, the target travel route is corrected based on the information on the target travel route calculated in step S3 and the target target detected and selected in step S2, and the corrected travel route is calculated. The calculation of the corrected travel route in step S4 is mainly performed by the corrected travel route calculation unit 10d of the ECU 10. When there is no obstacle or the like to be avoided on the target travel route, the correction of the target travel route is not performed, and the target travel route and the correction travel route become the same.

  When a target such as an obstacle to be avoided exists on the target travel route, the upper limit line of the allowable relative speed at which the vehicle 1 can travel with respect to the target to avoid a collision with the target Is set (FIG. 6). Furthermore, the correction travel route calculation unit 10d generates a plurality of travel routes (for example, Rc1 to Rc3 in FIG. 6) so as not to exceed the upper limit line of the allowable relative speed, and selects a predetermined travel route among these travel routes. Eliminate those that do not satisfy the constraints (eg, FIGS. 9-13). Furthermore, the evaluation function J is calculated for each travel route remaining without being excluded, and a travel route corresponding to an extreme value (minimum value) of this value is calculated as a corrected travel route.

  The calculation of the correction travel route is heavy when the target travel route is complicated, when there are a plurality of obstacles, and when there are many travel routes for which the evaluation function J is to be calculated. If the calculation load is large and the corrected traveling route can not be calculated within the predetermined time, the process of step S4 for calculating the corrected traveling route is discontinued halfway. In the present embodiment, the calculation process of the correction traveling route in step S4 is performed when the calculation is not completed within a predetermined time limit set to 0.1 second or less, which is a time period for executing the flowchart of FIG. It is discontinued.

  Further, as shown in FIG. 15, when there is no traveling route that is generated so as not to exceed the upper limit line of allowable relative speed, the correction traveling route is corrected in step S4 when there is no one satisfying the predetermined constraint condition. Is not calculated. That is, in the example shown in FIG. 15, although the target travel route of the own vehicle 1 is set at the center of the traveling lane, since the vehicle 3 is parked ahead, when traveling on the target travel route as it is Since it collides with the vehicle 3, it is necessary to correct the target travel route.

  Here, the velocity distribution area 40 shown in FIG. 15 is a line in which the upper limit of allowable relative velocity is zero (upper limit line of allowable relative velocity). Therefore, no matter how much the speed is reduced, the traveling route where the vehicle 1 enters inside the speed distribution area 40 of FIG. 15 is not permitted. For this reason, although the correction travel route calculation unit 10d tries to calculate the correction travel route so that the host vehicle 1 does not enter the inside of the speed distribution region 40, when taking a route that does not enter the speed distribution region 40, the constraint condition The own vehicle 1 enters an area A in which the approach is restricted. In such a case, it is not possible to calculate a corrected travel route that satisfies the constraints.

  In addition, as in the example illustrated in FIG. 16, the corrected travel route may not be able to be calculated due to the travel of the surrounding vehicle. FIG. 16 shows an example in which the nearby vehicle 3 suddenly changes lanes and approaches immediately before the host vehicle 1 traveling on the target travel route (the correction travel route is also the same because there is no obstacle etc.). In such a case, the own vehicle 1 may accidentally enter the upper limit line of the allowable relative speed with respect to the surrounding vehicle 3 due to the travel of the surrounding vehicle 3. For example, although the relative velocity between the vehicle 3 and the nearby vehicle 3 that has just changed lanes is 20 km / h, the front end of the vehicle 1 has entered the inside of the allowable relative velocity 20 km / h line That's the case. Although the correction travel route calculation unit 10d is configured to calculate the correction travel route so that the host vehicle 1 does not enter inside the upper limit line of the allowable relative speed, the sudden travel is caused due to the travel of the surrounding vehicle If the vehicle has entered a region that does not satisfy the upper limit line, it is not possible to calculate a corrected travel route at this time.

  Furthermore, as in the example shown in FIG. 17, it may be difficult to calculate the corrected travel route even when there are a plurality of extreme values of the evaluation function J. In the example shown in FIG. 17, an obstacle 42 exists substantially in the center of the lane in which the vehicle 1 is traveling, and the vehicle 1 may pass the right side of the obstacle 42 in order to avoid the obstacle 42. It is also possible to pass the left side. In such a situation, the evaluation function J has two extreme values (minimum values) corresponding to two traveling routes of a traveling route passing the right side of the obstacle 42 and a traveling route passing the left side. In such a case, when the values of the two extremes are the same, it is difficult to calculate the most appropriate one corrected traveling route. In addition, when the value of the evaluation function J has two or more extreme values, there is a possibility that the traveling path can not be properly evaluated by the evaluation function J.

  Next, in step S5, the main control unit 10f and the backup control unit 10e of the ECU 10 calculate the target deflection and the target acceleration / deceleration. That is, the main control unit 10f calculates a target angle and a target acceleration / deceleration for traveling on the corrected traveling route calculated in step S4. On the other hand, the backup control unit 10e calculates a target snake angle and a target acceleration / deceleration for traveling on the target travel route calculated in step S3. When an obstacle or the like is present on the target traveling route, the backup control unit 10 e changes (decelerates) the target acceleration / deceleration in order to avoid the collision with the obstacle. In addition, the backup control unit calculates the target acceleration / deceleration so that the host vehicle does not enter the area not satisfying the upper limit line of the allowable relative speed with respect to the obstacle (nearby target) even when traveling on the target traveling route. 10e can also be configured. However, the backup control unit 10 e does not execute the change of the target snake angle for avoiding the collision with the obstacle, and the target snake angle is calculated solely for the purpose of traveling along the target traveling route.

  In the flowchart shown in FIG. 14, the target travel route is calculated in step S3, the correction travel route is calculated in step S4, and the target travel angle and target acceleration / deceleration for traveling the target travel route and the correction travel route in step S5. Although each is calculated, part or all of these processes may be processed in parallel by one or more CPUs. Alternatively, the order of these processes can be changed as appropriate.

  Next, in step S6, the reliability of the corrected travel route is calculated. As described above, when it is estimated that there is an abnormality in the camera outside the vehicle 20 or any other sensor or the like in step S2, it can be said that the reliability of the calculated corrected traveling route is low. In addition, it is possible to say that the reliability of the calculated corrected traveling route is low even when the calculation for calculating the corrected traveling route is not completed within the predetermined time limit in step S4 and the calculation is ended on the way . Furthermore, it is assumed that the reliability of the corrected traveling route is low also when there is no traveling route that is generated so as not to exceed the upper limit line of the allowable relative speed in step S4 that satisfies the predetermined constraint. it can.

  Furthermore, in the present embodiment, even when the evaluation function J calculated in step S4 has a plurality of extreme values, it is evaluated that the reliability of the corrected traveling route is low. However, even if there are multiple extreme values of the evaluation function J, if the extreme value with the highest rating is higher than the other extreme values by a predetermined value or more, the extreme value corresponding to the highest rating is corresponded. The travel route can also be a highly reliable corrected travel route. That is, although there are a plurality of extreme values of the evaluation function J, the correction corresponding to the smallest minimum value when the value of the smallest minimum value jumps out and is smaller than the second smallest minimum value by a predetermined value or more The travel route can also be a highly reliable corrected travel route. Conversely, if the local minimum with the highest evaluation of the evaluation function J is a low evaluation below the predetermined evaluation value, even if the local minimum is single, the correction travel route corresponding to the local minimum is It can also be a correction travel route with low reliability. That is, even when the extremum value of the evaluation function J is one, if the absolute value of the evaluation function J at the local minimum value is large (the evaluation is low), the traveling route corresponding to the extremum has the reliability It is also possible to set a low correction travel route.

  Next, in step S7, it is determined whether the corrected traveling route calculated in step S4 is highly reliable and appropriate. If it is determined that the correction travel route is appropriate, the process proceeds to step S8, and if it is determined that the corrected travel path is not appropriate, the process proceeds to step S9. In step S8, the target snake angle and the target acceleration / deceleration for traveling on the corrected traveling route, which are calculated by the main control unit 10f, are output from the ECU 10 as control signals, and one process of the flowchart shown in FIG. finish.

  In the present embodiment, when it is estimated that there is an abnormality in the camera outside the vehicle 20 or any other sensor, etc., the calculation is discontinued halfway, or there is no travel route that satisfies the constraint condition. Even in the case of the above, it is determined that the corrected travel route is not appropriate. Alternatively, the degree of abnormality of a sensor, etc., the value of the evaluation function J of the travel route calculated until the calculation is discontinued, the degree of deviation of the constraint condition, etc. are scored and the correction travel route is appropriate according to this score. The present invention can also be configured to determine whether or not.

  If it is determined in step S7 that the corrected travel route is not appropriate, the process proceeds to step S9, and it is determined whether or not there is an abnormality in the forward radar of the millimeter wave radar 22 and the outdoor camera 20. If there is no abnormality in the forward radar and the camera outside the vehicle 20, the process proceeds to step S10, and the target snake angle and the target acceleration / deceleration for traveling the target traveling route calculated by the backup control unit 10e are output from the ECU 10 as control signals. Then, one process of the flowchart shown in FIG. 14 is ended.

  As described above, even when there is no abnormality in the front radar and the camera outside the vehicle 20, when abnormality is estimated in the other sensors, a target for traveling the corrected traveling route by the main control unit 10f. Snake angle and target acceleration / deceleration are not adopted. That is, as shown in an example in FIG. 18, even if the forward radar of the millimeter wave radar 22 and the camera 20 outside the vehicle have no abnormality and the corrected travel route is calculated, the rear radar is broken. When the vehicle 1 is in the lane, the safety can not be sufficiently confirmed when the vehicle 1 returns to the original traveling position in the lane after avoiding the front vehicle 3 in which the vehicle 1 is parked.

  On the other hand, when it is estimated that there is an abnormality in either the front radar or the camera outside the vehicle 20 in step S9, the process proceeds to step S11. In step S11, the output adjustment unit 10g does not execute any control by the main control unit 10f and the backup control unit 10e, but there is an abnormality in the sensor, and the control by the main control unit 10f and the backup control unit 10e is impossible. The driver is notified of the effect, and one process of the flowchart shown in FIG. 14 is ended. That is, when it is estimated that there is an abnormality in either the forward radar or the camera outside the vehicle 20, the reliability is not sufficient even for the calculated target travel route, so the control by the backup control unit 10e is not executed either. .

  According to the vehicle control device 100 of the embodiment of the present invention, the main control unit 10 f is a target snake angle and a target for traveling on the corrected travel route (FIG. 6) in which the target travel route (FIG. 3 to FIG. 5) is corrected. Since the acceleration / deceleration is calculated, the calculation load of the vehicle control device 100 can be reduced. Further, when there are a plurality of extreme values of the evaluation function J, the output adjustment unit 10g outputs the target snake angle and the target acceleration / deceleration calculated by the backup control unit 10e as a control signal, so that a plurality of extreme values exist. It is possible to avoid traveling on the corrected travel route determined based on the evaluation function J whose evaluation is ambiguous.

  Further, according to the vehicle control device 100 of the present embodiment, when the extreme value with the highest evaluation of the evaluation function J is higher than the other extreme values by a predetermined value or more, a plurality of extreme values exist. However, since the correction travel route corresponding to the highest evaluation extreme value is adopted, the existence of a plurality of extreme values makes it possible to prevent the adoption of a correction travel route with a clearly high evaluation.

  Furthermore, according to the vehicle control device 100 of the present embodiment, even if the extreme value with the highest evaluation of the evaluation function J is a low evaluation less than a predetermined evaluation value, even if the extreme value is single, Since the correction travel route corresponding to the highest evaluation extreme value is not adopted, a correction travel route with low evaluation is adopted, and it is possible to prevent the driver from giving a strong feeling of discomfort.

  Further, according to the vehicle control device 100 of the present embodiment, the acceleration / deceleration speed of the own vehicle traveling on the target traveling route is set so as to avoid the own vehicle 1 entering the area not satisfying the upper limit line of the allowable relative speed. Since the calculation is performed, it is possible to avoid the collision without giving the driver a strong feeling of discomfort while reducing the calculation load of the vehicle control device 100.

1 vehicle 10 vehicle control arithmetic unit (ECU)
10a Input processing unit (peripheral target detection unit)
10b Target target selection unit 10c Target travel route calculation unit 10d Corrected travel route calculation unit 10e Backup control unit 10f Main control unit 10g Output adjustment unit 20 Camera outside the vehicle 21 Camera inside the vehicle (front camera)
22 mm-wave radar (forward radar)
Reference Signs List 23 vehicle speed sensor 24 acceleration sensor 25 yaw rate sensor 26 steering angle sensor 27 accelerator sensor 28 brake sensor 29 positioning system 30 navigation system 31 engine control system 32 brake control system 33 steering control system 35 driver operation unit (drive support mode setting unit)
36a ISA switch 36b TJA switch 36c ACC switch 37a Distance setting switch 37b Vehicle speed setting switch 40 Speed distribution area 100 Vehicle control device

Claims (4)

A vehicle control apparatus for assisting a driver in driving a vehicle, the vehicle control apparatus comprising:
A peripheral target detection unit that detects a peripheral target;
A target travel route calculation unit that calculates a target travel route of the host vehicle;
A corrected travel route calculation unit that calculates a corrected travel route obtained by correcting the target travel route calculated by the target travel route calculation unit;
A main control unit that calculates a target steering angle and a target acceleration / deceleration for traveling on the corrected traveling route calculated by the corrected traveling route calculation unit;
A backup control unit that calculates a target steering angle and a target acceleration / deceleration for traveling on the target travel route calculated by the target travel route calculation unit;
An output adjustment unit that outputs, as control signals, the target steering angle and the target acceleration / deceleration calculated by the main control unit, or the target steering angle and the target acceleration / deceleration calculated by the backup control unit;
The correction traveling route calculation unit is configured to determine the relative velocity of the vehicle with respect to the peripheral target at least from the peripheral target when the peripheral target to be avoided is detected by the peripheral target detection unit. The velocity distribution area which defines the distribution of the allowable upper limit value of the above is set, and the allowable upper limit value in this velocity distribution area is set to become larger as the distance from the peripheral target increases.
The correction travel route calculation unit corrects the target travel route based on a predetermined evaluation function so that the relative velocity of the vehicle with respect to the peripheral target does not exceed the allowable upper limit in the velocity distribution region. Configured to calculate a plurality of corrected travel routes for the vehicle to travel within the speed distribution region ;
A vehicle control apparatus characterized in that the output adjustment unit outputs the target steering angle and the target acceleration / deceleration calculated by the backup control unit as a control signal when a plurality of extreme values of the evaluation function exist. The output adjustment unit is the most extreme when the evaluation with the highest evaluation value is higher than the next highest evaluation value by a predetermined value or more, even when there are multiple extreme values of the evaluation function. The vehicle control device according to claim 1, wherein the target steering angle and the target acceleration / deceleration calculated by the main control unit are output as control signals so as to travel on a corrected traveling route corresponding to an extreme value with high evaluation. The output adjusting unit is calculated by the backup control unit even if the extreme value is single even when the extreme value with the highest evaluation of the evaluation function is a low evaluation equal to or less than a predetermined evaluation value. The vehicle control device according to claim 1, wherein the target steering angle and the target acceleration / deceleration are output as control signals. The backup control unit according to any one of claims 1 to 3, wherein only the target acceleration / deceleration is changed in order to prevent the host vehicle traveling on the target traveling route from exceeding the allowable upper limit of the relative speed in the speed distribution region. The vehicle control device according to item 1.

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