JP6747141B2 - Speed control device - Google Patents

Description

Embodiments of the present invention relate to a speed control device.

2. Description of the Related Art Conventionally, as a technique related to a moving body that is moved by being operated by an occupant, there is a technique that determines the speed of the own moving body in relation to a moving body in front or a moving body in the rear (for example, Patent Documents 1 and 2). , And 3).

JP, 2002-052952, A JP, 2008-273252, A JP 2004-058801 A

It may be desirable to stop its own moving body to avoid collisions with obstacles ahead. However, if another moving body is behind, and if its own moving body is suddenly stopped, there is a risk that the moving body in the rear may collide with it.

Then, one of the subject of this invention is providing the speed control apparatus which can decelerate a mobile body, reducing the risk of a rear impact.

As an example, the speed control device according to the embodiment of the present invention uses the first object in front of the moving body and the second object in the back of the moving body as input information from the detection device provided in the moving body. And a deceleration control for decelerating the moving body so as not to collide with the first object detected by the detection unit, a first term for evaluating speed and a second term for evaluating jerk. Including the deceleration control unit that executes based on an evaluation function in which the weighting ratio of the first term and the second term is adjustable, and the distance from the moving body to the second object detected by the detection unit is the first In the first case of the distance, the distance from the moving body to the first object is the same as the distance from the moving body to the first object in the first case, and the distance from the moving body to the second object is An adjusting unit that adjusts the ratio so that the weighting of the second term with respect to the first term is larger than that in the second case where the second distance is longer than the first distance . With this configuration, as an example, when the distance from the moving body to the second target object is short, the moving body is decelerated by gentle braking, as compared with the case where the distance from the moving body to the second target object is long, It is possible to reduce the risk of a rear impact due to the second object.

The speed control equipment according to an embodiment of the present invention, as an example, of a moving body and the first object in front of the moving object and a second object of the rear, from the sensing device provided in the mobile The detection unit that detects based on the input information, the deceleration control that decelerates the moving body so as not to collide with the first object detected by the detection unit, the first item that evaluates the speed, and the second item that evaluates the jerk. And a relative speed at which the second object detected by the detection unit approaches the moving body, and a deceleration control unit that executes the weighting ratio of the first and second terms based on an adjustable evaluation function. Is a first speed, the relative speed at which the first object approaches the moving body is the same as the relative speed at which the first object approaches the moving body in the first case, and the second object is An adjusting unit that adjusts the ratio so that the weighting of the second term with respect to the first term is larger than in the second case where the relative speed approaching the moving body is the second speed that is slower than the first speed. Equipped with . With this configuration, as an example, when the speed at which the second object approaches the moving body is high, the moving object is decelerated by gentle braking as compared with the case where the speed at which the second object approaches the moving body is slow, It is possible to reduce the risk of a rear impact due to the second object.

The speed control equipment according to an embodiment of the present invention, as an example, of a moving body and the first object in front of the moving object and a second object of the rear, from the sensing device provided in the mobile A detection unit that detects based on input information, a deceleration control that decelerates a moving object so as not to collide with the first object detected by the detection unit, a first item that evaluates speed, and a second item that evaluates jerk. A deceleration control unit that executes based on an evaluation function in which the weighting ratio of the first term and the second term is adjustable, and an adjustment unit, and the detection unit moves the second object. body further detects whether or not attention, tone-save, when the second object is not paying attention to the moving object, compared to the case where the second object is paying attention to the moving object Then, the ratio is adjusted so that the weighting of the second term with respect to the first term becomes large. With this configuration, as an example, when the second object is not paying attention to the moving body, the moving body is decelerated by gentle braking as compared with the case where the second object is paying attention to the moving body. Therefore, it is possible to reduce the risk of a rear-end collision due to the second object.

In addition, the speed control device according to the embodiment of the present invention inputs , as an example, a first object in front of the moving body and a second object behind the moving body from a detection device provided in the moving body. A detection unit that detects based on the information, a deceleration control that decelerates the moving body so as not to collide with the first object detected by the detection unit, a first item that evaluates speed, and a second item that evaluates jerk. It is possible to call attention to the second target object detected by the deceleration control unit and the detection unit that includes, and that is executed based on the evaluation function in which the weighting ratio of the first term and the second term is adjustable. a reminder portion, if the alert to the second object by the alerting unit is not performed, as compared with the case where alerting the second object is performed by the attention drawing unit, the weighting of the second term to the first term And an adjusting unit that adjusts the ratio so as to be large. With this configuration, as an example, when the second object is not alerted, the moving body is decelerated by gentle braking as compared to when the second object is alerted. It is possible to reduce the risk of a rear impact.

FIG. 1 is a perspective view showing an example of a state in which a part of a vehicle interior of a vehicle according to the first embodiment is seen through. FIG. 2 is a plan view showing an example of the vehicle of the first embodiment. FIG. 3 is a diagram illustrating a hardware configuration example of the ECU of the first embodiment. FIG. 4 is a diagram showing a functional configuration example of the ECU of the first embodiment. FIG. 5 is a graph showing a velocity curve obtained by the evaluation function of the first embodiment when Q:R=1:1. FIG. 6 is a graph showing the acceleration change derived from the velocity curve obtained by the evaluation function of the first embodiment when Q:R=1:1. FIG. 7 is a graph showing a velocity curve obtained by the evaluation function of the first embodiment when Q:R=10:1. FIG. 8 is a graph showing a change in acceleration derived from the velocity curve obtained by the evaluation function of the first embodiment when Q:R=10:1. FIG. 9 is a flowchart showing an example of the speed control procedure of the first embodiment. FIG. 10 is a flowchart showing an example of a speed limit calculation procedure of the first embodiment. FIG. 11 is a flowchart showing an example of a speed limit calculation procedure of the second embodiment. FIG. 12 is a flowchart showing an example of a speed limit calculation procedure according to the third embodiment. FIG. 13 is a diagram showing a functional configuration example of the ECU of the fourth embodiment. FIG. 14 is a flowchart showing an example of a speed limit calculation procedure of the fourth embodiment.

<First Embodiment>
Hereinafter, the speed control device according to the first embodiment of the present invention will be described by taking the vehicle 1 shown in FIGS. 1 and 2 as an example. FIG. 1 is a perspective view showing an example of a state in which a part of a vehicle interior of a vehicle 1 according to the first embodiment is seen through. FIG. 2 is a plan view showing an example of the vehicle 1 of the first embodiment. The vehicle 1 is an example of a moving body that is moved by being operated by an occupant. The speed control device according to each embodiment of the present invention can be mounted on an arbitrary moving body that is moved by being operated by an occupant. In addition to the vehicle 1, the speed control device according to each embodiment of the present invention can be mounted on, for example, an electric wheelchair or a personal mobility.

In this specification, for convenience of description, the upper left side and the lower right side in FIG. 1 will be referred to as the front and the rear of the vehicle 1, respectively, and the upper right side and the lower left side will be described as the right side and the left side of the vehicle 1, respectively. In FIG. 2, the left side corresponds to the front of the vehicle 1 and the right side corresponds to the rear of the vehicle 1.

As illustrated in FIGS. 1 and 2, the vehicle 1 is, for example, a four-wheeled vehicle and has two left and right front wheels 7F and two left and right rear wheels 7R. Each of these four wheels 7 can be configured to be steerable. Further, which of the four wheels 7 is to be the driving wheel can be set in various ways. A wheel speed sensor 9 (not shown in FIGS. 1 and 2) is provided on any of the four wheels 7. The wheel speed detected by the wheel speed sensor 9 is sent to an ECU (electronic control unit) 10 (not shown in FIGS. 1 and 2). The detected value of the rotation speed by the wheel speed sensor 9 is converted into the detected value of the speed of the vehicle 1 by the ECU 10.

In addition, as illustrated in FIG. 1, the vehicle body 2 constitutes a vehicle interior 2a in which an occupant (not shown) rides. An operation device 3 is provided in the vehicle interior 2a so as to face the seat 2b of the driver as an occupant. The operation device 3 is operated by an occupant, and is used by the occupant to input an instruction of a traveling direction of the vehicle 1 and an instruction of a speed of the vehicle 1. The operation device 3 includes, for example, an acceleration operation unit 3a, a steering unit 3b, a shift operation unit 3c, and a braking operation unit 3d. The acceleration operation unit 3a is, for example, an accelerator pedal located under the driver's foot, the steering unit 3b is, for example, a steering wheel protruding from the dashboard 6, and the gear shift operation unit 3c is, for example, from a center console. The shift operation lever 3 is a protruding shift lever, and the braking operation unit 3d is, for example, a brake pedal located under the driver's foot. The acceleration operation unit 3a, the steering unit 3b, the shift operation unit 3c, and the braking operation unit 3d are not limited to these.

When the driver operates the movable part of the acceleration operation part 3a, the displacement amount of the movable part of the acceleration operation part 3a is detected by a displacement sensor (not shown), and the detected displacement amount is sent to the ECU 10. The displacement amount of the movable part of the acceleration operation part 3a is converted by the ECU 10 into a speed desired by the driver (hereinafter, desired speed), and is used for controlling the drive device 8 not shown in FIGS.

The drive device 8 applies a driving force to the vehicle 1 or decelerates the vehicle 1, and includes a drive source, a speed change mechanism, and a braking mechanism. The drive source is, for example, an internal combustion engine or an electric motor. The speed change mechanism is a mechanism that converts the power generated by the power source and transmits the power to the wheels 7, and includes, for example, a continuously variable transmission (CVT). The braking mechanism is, for example, a brake that reduces the wheel speed by friction, or a regenerative brake that recovers kinetic energy using an electric motor.

When the driver operates the steering section 3b, the operation amount of the steering section 3b is detected as steering information by a steering angle sensor (not shown), and the detected steering information is sent to the ECU 10. Under the control of the ECU 10, the tire angle of the front wheels 7F is steered according to the steering information. The rear wheels 7R may be steered.

When the driver operates the gear shift operation unit 3c, the position of the movable portion of the gear shift operation unit 3c is detected by the position sensor, and the detected position is sent to the ECU 10. Under the control of the ECU 10, the power transmitted from the drive source to the wheels 7 is converted according to the position of the movable portion of the gear shift operation unit 3c.

Further, as illustrated in FIGS. 1 and 2, the vehicle body 2 is provided with a front detecting device 4 and a rear detecting device 5.

When there is an object in front of the vehicle 1, the front detecting device 4 acquires information about the object as detected object information. The target object may be an obstacle to the traveling of the vehicle 1, and includes, for example, a pedestrian, a bicycle, an automobile, a stationary object, a falling place, another vehicle, and the like. Here, as an example, the front detecting device 4 is configured by four sonars 4a to 4d, and the four sonars 4a to 4d are installed in the front bumper 2c of the vehicle body 2 at approximately equal intervals. The sonars 4a-4d may also be referred to as sonar sensors, ultrasonic detectors, or ultrasonic sonars. The front detecting device 4 emits an ultrasonic wave in a range including the front of the vehicle 1 and receives a reflected wave from the target object, whereby the distance from the front detecting device 4 to the target object and the direction in which the target object exists. Is acquired as the detected object information. The front detection device 4 acquires the detected object information, for example, every first predetermined time. The detected object information acquired by the front detection device 4 is sent to the ECU 10.

The front detection device 4 may be configured by sensors other than the sonars 4a to 4d. For example, the front detection device 4 may be configured by a three-dimensional range sensor (laser range scanner (3D scanner)). In addition, for example, a camera that captures the surrounding environment by using infrared light or visible light, and obtains information about the target object based on the captured image, information about the target object using a millimeter-wave radar or a submillimeter-wave radar. The front detection device 4 may be configured by various devices such as a sensor for acquiring the information and a communication device for acquiring the information of the object by the inter-vehicle communication. The above-mentioned detected object information is an example. Further, the detected object information may be configured by information other than the above. In the first embodiment, it is sufficient that at least the presence/absence of the object and the distance to the object can be derived from the detected object information.

When there is an object behind the vehicle 1, the rear detection device 5 acquires information about the object as detected object information. Similar to the front detecting device 4, the rear detecting device 5 may be configured by any sensor. Here, as an example, the rear detection device 5 includes four sonars 5a to 5d, and the four sonars 5a to 5d are installed on the rear bumper 2d at approximately equal intervals. The rear detection device 5 acquires the distance from the rear detection device 5 to the target object and the direction in which the target object is present as detected object information. The rear detection device 5 acquires the detected object information, for example, every first predetermined time. The detected object information acquired by the rearward detection device 5 is output to the ECU 10.

The configurations, arrangements, and the like of the various devices provided in the vehicle 1 are merely examples, and can be set (changed) in various ways.

FIG. 3 is a diagram illustrating a hardware configuration example of the ECU 10 according to the first embodiment. As illustrated, the ECU 10 includes an arithmetic unit 11, a storage unit 12, and an input/output unit 13. The arithmetic device 11, the storage device 12, and the input/output device 13 are connected to each other via a bus 14. The arithmetic unit 11 executes a computer program, and is, for example, a CPU (Central Processing Unit). The storage device 12 stores a computer program in advance. The arithmetic unit 11 implements each functional configuration unit described later by executing a computer program stored in the storage unit 12. The storage device 12 may be configured by, for example, a ROM (Read Only Memory), a RAM (Random Access Memory), a flash memory, an HDD (Hard Disk Drive), or a combination thereof. The input/output device 13 is an interface device for the ECU 10 to input/output information to/from other devices. The input/output device 13 is connected to the operating device 3, the front detecting device 4, the rear detecting device 5, the driving device 8, and the wheel speed sensor 9.

FIG. 4 is a diagram showing a functional configuration example of the ECU 10 of the first embodiment. The ECU 10 includes an acquisition unit 15, a drive control unit 16, and a speed limiting unit 17 as functional components.

It should be noted that some or all of the functional components (the acquisition unit 15, the drive control unit 16, the speed limiting unit 17) included in the ECU 10 and the functional components (described later) configuring the speed limiting unit 17 are included. Can be realized by a hardware circuit or a combination of software (computer program) and a hardware circuit.

The acquisition unit 15 acquires various information output from the operation device 3. The acquisition unit 15 particularly converts the displacement amount of the movable portion of the acceleration operation unit 3a into a desired speed. The acquisition unit 15 also acquires steering information. The acquisition unit 15 inputs the desired speed and steering information to the speed limiting unit 17. The acquisition unit 15 may process the desired speed by applying a filter, a map, or a function to the desired speed.

The speed limiter 17 executes control (hereinafter, deceleration control) for decelerating the vehicle 1 so that the vehicle 1 does not collide with the object when the object is present in front of the vehicle 1. An object that is present in front of the vehicle 1 and is a collision prevention target is referred to as a front object.

Here, a deceleration control algorithm will be described.

The algorithm finds a target speed (hereinafter, speed limit) of the vehicle 1 for deceleration control by solving an optimization problem that optimizes an evaluation function including speed. Here, as an example, the evaluation function indicates the cost, and the algorithm calculates the speed at which the evaluation function is minimized. The speed included in the evaluation function is actually a function of time, and the algorithm obtains the time change of the speed in the evaluation section as the solution (optimal solution) of the optimization problem. Hereinafter, the time change of the speed obtained as the optimum solution will be referred to as a speed curve.

The algorithm calculates the estimated arrival time Tf, which is the time from the initial time to the arrival (collision) of the front object, with the time point when the front object is detected and the deceleration control is started as the initial time (t=0). .. In one example, the algorithm computes Tf by dividing the distance from vehicle 1 to the forward object at t=0 by the speed of vehicle 1 at t=0. The algorithm sets the section from t=0 to t=Tf as the evaluation section.

The evaluation function includes a term for evaluating speed and a term for evaluating jerk, and at least a weighting ratio of the term for evaluating speed and the term for evaluating jerk is adjustable.

In one example, the evaluation function is represented by the following expression (1). x is a state variable composed of the velocity v and the acceleration a, and is represented by the following equation (2), for example. u is a jerk.

In Expression (1), Q corresponds to the weighting coefficient of the term for evaluating the speed, and R corresponds to the weighting coefficient of the term for evaluating the jerk. According to the equation (1), by adjusting Q and R, it is possible to adjust the weighting ratio of the term for evaluating the speed and the term for evaluating the jerk. In the example of Expression (1), the term including Q is a term that evaluates acceleration together with velocity, and Q also functions as a weighting coefficient for the term that evaluates acceleration. The evaluation function does not have to include a term for evaluating acceleration. Further, the evaluation function may include a term for evaluating acceleration as a term different from the term for evaluating velocity. Further, the evaluation function may include a term for evaluating acceleration as a term different from the term for evaluating velocity, and the term for evaluating acceleration may be weighted by a weighting coefficient different from Q and R. Further, the evaluation function may include a term for evaluating an arbitrary parameter other than velocity, jerk, acceleration.

The algorithm sets the initial value of the speed v to the speed v0 of the vehicle 1 at t=0 and the initial value of the acceleration a to the acceleration a0 of the vehicle 1 at t=0, and the speed v and A terminal condition for setting the terminal value of the acceleration a (that is, each value at the time of t=Tf) to 0 and a state equation of the following expression (3) are constraint conditions for the optimization problem.

The algorithm can obtain the velocity curve for the vehicle 1 being stopped at the time t=Tf by solving the optimization problem that minimizes the evaluation function of the equation (1) using the above constraint condition. it can. The initial condition and the end condition described above are examples of restraint conditions provided in order to obtain a velocity curve in which the vehicle 1 does not collide with a front object. The constraint condition may be any condition for obtaining the velocity curve in which the vehicle 1 does not collide with the object in front, and any condition can be added, deleted, or changed to the constraint condition.

The characteristics of the velocity curve differ depending on the ratio of Q and R. For example, when Q:R=1:1, the velocity curve shown in FIG. 5 is obtained. FIG. 6 is a graph showing the time change of the acceleration corresponding to the speed curve of FIG. When Q:R=10:1, the velocity curve shown in FIG. 7 is obtained. FIG. 8 is a graph showing the time change of the acceleration corresponding to the velocity curve of FIG. As shown in FIGS. 5 to 8, when the ratio of R to Q is large, the change in acceleration over time is gentler than when the ratio of R to Q is small, and the vehicle 1 is stopped by gentle braking. You can From another viewpoint, when R with respect to Q is small, the time change of acceleration is steeper than when R with respect to Q is large, and the vehicle 1 can be stopped suddenly. The larger Q is with respect to R, the more abrupt braking is realized, and the larger R is with respect to Q, the more gentle braking is realized.

In the first embodiment, the algorithm uses a distance from the vehicle 1 to a front target object (hereinafter, front distance) and a distance from the vehicle 1 to a rear target object (hereinafter, rear target object) (hereinafter, rear distance). , And Q and R are calculated.

Specifically, the algorithm is such that, under other conditions (at least the forward distance), the ratio of R to Q is larger when the backward distance is shorter than when the backward distance is long. And R are calculated. When the rear object is another moving body such as a pedestrian, a bicycle, an automobile, etc., and the rear object is moving near the vehicle 1, when the vehicle 1 suddenly stops, the rear object May not be able to cope with the sudden stop of the vehicle 1 and may collide with the vehicle 1 rearward. In the first embodiment, when the backward distance is short, the algorithm realizes the gentle braking, so that the risk of a rear collision due to the backward object can be reduced. Further, by suppressing the sudden braking, it is possible to prevent the occupant from losing his/her posture. That is, the riding comfort is improved.

The algorithm also sets Q and R such that the ratio of R to Q is smaller when the front distance is shorter than when the front distance is long, under the same conditions (at least the rear distance). adjust. As a result, rapid braking is realized, and as a result, the vehicle 1 can be stopped before the object ahead. That is, it is possible to further reduce the risk of collision with a front object.

In one example, the algorithm computes Q and R using equations (4) and (5) below. However, Dfront is the front distance, and Dback is the rear distance. Each of Dfront and Dback is a positive real number.

Equations (4) and (5) are examples of the method of calculating Q and R based on the front distance and the rear distance, and the method of calculating Q and R is not limited to this. The algorithm may compute Q and R based only on the backward distance. Further, the algorithm may fix Q to 1 and adjust only R, for example. Further, the algorithm may fix R to 1, for example, and adjust only Q.

When the speed is controlled until the time reaches Tf according to the solution obtained at a certain time, it is impossible to deal with the disturbance that occurs until the time reaches Tf. Therefore, the algorithm updates the optimum solution in a predetermined control cycle (for example, every first predetermined time), and performs deceleration control with each update time always as the initial time. When updating the optimum solution, the algorithm updates Tf, Q, R, constraint conditions, etc. each time, and solves the optimization problem using each updated information. The algorithm updates the speed curve every moment, and sets the speed indicated by the latest speed curve as the speed limit. As a result, even when the situation (for example, the front distance or the rear distance in the first embodiment) changes momentarily, Tf, Q, R, and the constraint condition are updated according to the changed situation, and are obtained accordingly. Since the speed curve is also updated, robust deceleration control is realized.

The direction information may be the same or different between the desired speed and the speed limit. Here, the algorithm calculates the magnitude of the speed limit, and the direction information of the speed limit is not changed from the desired speed.

Returning to FIG. The speed limiting unit 17 includes a route prediction unit 171, a detection unit 172, a control switching unit 173, and a deceleration control unit 174.

Here, as an example, the speed limiting unit 17 will be described as decelerating the vehicle 1 so as not to collide with an object on the path of the vehicle 1 among the objects in front of the vehicle 1. That is, the speed limiting unit 17 specifies an object on the path of the vehicle 1 among the objects in front of the vehicle 1 as the front object. Further, the speed limiter 17 sets the distance on the route from the vehicle 1 to the front target object as the front distance.

The route prediction unit 171 predicts a route. The route prediction unit 171 calculates the route (predicted route) of the vehicle 1 based on the desired speed and the steering information acquired by the acquisition unit 15. For example, the course prediction unit 171 calculates the course from the desired speed and the steering information based on a function derived in advance by experiments, simulations, or the like. Note that the route prediction method is not limited to this. For example, the course prediction unit 171 may simply set a straight line trajectory in front of the front and use the straight line trajectory as the course. The route prediction unit 171 may calculate the route of the vehicle 1 based on information other than the desired speed.

The detection unit 172 detects an object on the path (that is, a front object) based on input information from the front detection device 4, or detects a rear object based on input information from the rear detection device 5. To do. For example, the detection unit 172 superimposes the route predicted by the route prediction unit 171 and the detected object information from the front detection device 4, and determines whether or not there is an object on the path. When determining that there is an object on the path, the detection unit 172 detects (specifies) the object as a front object. Further, the detection unit 172 determines whether or not there is an object behind the object based on the detected object information from the rear detection device 5. When it is determined that the target object is behind, the detection unit 172 detects (specifies) the target object as the rear target object.

The method of identifying the front object is not limited to the above method. For example, the speed limiter 17 may specify the front target object by a method that is not based on the route, such as specifying the closest target object within the detection range as the front target object. In that case, the route prediction unit 171 can be omitted. The distance range and the angle range in which the front object is detected can be set arbitrarily.

Further, the method of identifying the rear target object is not limited to the above method. For example, the detection unit 172 identifies a target object existing within a predetermined rear angle range as a rear target object. The distance range and the angle range in which the rear object is detected can be set arbitrarily.

The control switching unit 173 switches control between at least the normal control for controlling the vehicle 1 according to the desired speed and the deceleration control based on the above-described algorithm. Here, the control switching unit 173 switches the control among the normal control, the deceleration control, and the emergency stop control. The emergency stop control is control for stopping the vehicle 1 using the maximum braking capacity. The criterion for switching is not limited to a specific criterion.

Here, the control switching unit 173 selects the normal control when the front object is not detected by the detection unit 172. That is, the speed limiting unit 17 inputs the desired speed acquired from the acquisition unit 15 to the drive control unit 16 as it is.

When the detection unit 172 detects a front object, the control switching unit 173 determines which of the deceleration control and the emergency stop control is to be performed. Specifically, the control switching unit 173 first calculates the front distance. Then, the control switching unit 173 compares the front distance with the braking limit distance. The braking limit distance is a distance required when the vehicle 1 is stopped using the maximum braking ability. The braking limit distance may be set in advance as a fixed value, or may be variably configured according to speed or the like. When the front distance is longer than the braking limit distance, the control switching unit 173 selects the deceleration control. That is, the control switching unit 173 causes the deceleration control unit 174 to execute deceleration control.

When the front distance is shorter than the braking limit distance, the control switching unit 173 selects the emergency stop control. Specifically, the control switching unit 173 outputs a stop instruction to the drive control unit 16. The stop instruction is an instruction to stop the vehicle 1 using the maximum braking ability.

Note that the emergency stop control may not be included in the options. Further, more simply, the control switching unit 173 selects the normal control when the judgment threshold value larger than the braking limit distance is set and the front distance is larger than the judgment threshold value, and the front distance is judged. If it is smaller than the value, the deceleration control may be selected. The determination threshold value may be set in advance as a fixed value, or may be variably configured according to the speed or the like. In this way, the condition for switching from the normal control to the deceleration control can be set arbitrarily.

The deceleration control unit 174 performs deceleration control according to the algorithm described above. The deceleration control unit 174 includes an evaluation function that includes a term that evaluates speed and a term that evaluates jerk, and has an adjustable weighting ratio between the term that evaluates speed and the term that evaluates jerk (an example here). Then, the deceleration control is performed based on the evaluation function of Expression (1). The deceleration control unit 174 acquires the speed v0 and the acceleration a0 set in the initial condition based on the input information from the wheel speed sensor 9. The deceleration control unit 174 includes an adjustment unit 175 that adjusts the weighting ratio of the term for evaluating the speed and the term for evaluating the jerk. Here, the adjusting unit 175 calculates the front distance and the rear distance, and applies the respective distances obtained by the calculation to the formula (4) and the formula (5) to obtain the weighting factor Q of the term for evaluating the speed. R, which is a weighting coefficient of the term for evaluating jerk, is calculated. The deceleration control unit 174 applies Q and R calculated by the adjustment unit 175 to the evaluation function, and calculates the speed limit using the evaluation function. The deceleration control unit 174 sequentially calculates the speed limit and sequentially outputs the calculated speed limits to the drive control unit 16.

An arbitrary method can be adopted as a computer-based method for optimizing the evaluation function. As a computer-based method for optimizing the evaluation function, an existing method such as numerical analysis can be adopted, or any method developed in the future can be adopted. Further, the deceleration control unit 174 does not necessarily have to calculate the “optimal” solution. The deceleration control unit 174 may be configured to calculate a velocity curve such that the evaluation function is as small as possible. How small the evaluation function is can be determined, for example, in consideration of the time required for calculation.

The drive control unit 16 calculates a control command for driving the drive device 8 based on the input speed (desired speed or speed limit). The drive control unit 16 calculates a control command so that the vehicle 1 moves at the input speed. In one example, the drive control unit 16 calculates the control command so that the magnitude of the target rotation speed of the wheel 7 is proportional to the magnitude of the input speed. The relationship between the input speed and the control command is measured and derived in advance by experiments or the like. The control command may be one that adjusts the driving force of the drive source, one that controls the speed change mechanism, one that controls the braking mechanism, or a combination thereof. May be.

Further, when the stop instruction is input, the drive control unit 16 calculates a control command for stopping each wheel 7 with the maximum braking ability.

The drive control unit 16 may perform the compensation control or may not perform the compensation control. For example, the drive control unit 16 calculates the detected value of the speed of the vehicle 1 based on the detected value of the wheel speed sensor 9, and feeds back the calculated detected value of the speed of the vehicle 1 to the calculation of the control command.

Next, the speed control of the first embodiment will be described. FIG. 9 is a flowchart showing an example of the speed control procedure of the first embodiment. The process of FIG. 9 is executed at a predetermined control cycle (for example, every first predetermined time). That is, a series of processing from S1 to S7, S8, or S9 is looped at a predetermined control cycle.

First, the route prediction unit 171 receives a desired speed and steering information from the acquisition unit 15 and predicts a route based on the received desired speed (S1). Subsequently, the detection unit 172 receives the detected object information from the front detection device 4 and the rear detection device 5, receives the route predicted by the route prediction unit 171, and based on each received information, detects the front object and The rear target is detected (S2).

The control switching unit 173 determines whether or not the front object is detected by the detection unit 172 (S3). When it is determined that the front object is detected by the detection unit 172 (S3: Yes), that is, when the front object is present, the control switching unit 173 calculates the front distance, and the front distance is larger than the braking limit distance. It is determined whether or not (S4). For example, the control switching unit 173 calculates the forward distance based on the route predicted by the route prediction unit 171 and the detected object information from the front detection device 4.

When the control switching unit 173 determines that the front distance is larger than the braking limit distance (S4: Yes), the deceleration control unit 174 calculates the speed limit (S5).

FIG. 10 is a flowchart showing an example of a speed limit calculation procedure of the first embodiment.

In FIG. 10, first, the adjustment unit 175 acquires the front distance and the rear distance (S101). The adjusting unit 175 calculates Q and R by applying the obtained distances to the equations (4) and (5), and sets the calculated Q and R in the evaluation function of the equation (1) (S102). ).

In addition, when there is no rear target object and the rear target object cannot be detected by the detection unit 172, in one example, the adjustment unit 175 uses a predetermined large value as the rear distance in the process of S102. The predetermined large value is, for example, the maximum distance at which the rear detection device 5 can detect an object to be detected.

The deceleration control unit 174 acquires the current speed v0 (S103). For example, the deceleration control unit 174 acquires the detection value of the wheel speed sensor 9 and calculates the speed of the vehicle 1 from the acquired detection values. Then, the deceleration control unit 174 sets the calculated speed of the vehicle 1 as the current speed v0. The deceleration control unit 174 calculates the predicted arrival time Tf based on the forward distance and the current speed v0 (S104). The deceleration control unit 174 calculates the current acceleration a0 (S105). In one example, the deceleration control unit 174 stores the speed v0 acquired in the previous control cycle, and calculates the current acceleration a0 based on the stored speed v0 and the speed v0 acquired in the current control cycle. Calculate

The deceleration control unit 174 sets the current time to the initial time (t=0) (S106), and sets the initial condition that the velocity v=v0 and the acceleration a=a0 at t=0 (S107). Further, the deceleration control unit 174 sets the termination condition that the velocity v=0 and the acceleration a=0 at t=Tf (S108). Then, the deceleration control unit 174 calculates a speed curve that minimizes the evaluation function of Expression (1) in the evaluation section of t=0 to Tf, using the initial condition, the end condition, and the state equation of Expression (3) as constraint conditions. (S109). The deceleration control unit 174 calculates the speed limit based on the calculated latest speed curve (S110), and the process is returned.

Returning to FIG. When the speed limit is calculated in the process of S5, the control switching unit 173 determines whether the desired speed is higher than the speed limit (S6). When determining that the desired speed is higher than the speed limit (S6: Yes), the control switching unit 173 outputs the speed limit to the drive control unit 16 (S7), and the current control cycle ends. That is, the process returns to S1 in the next control cycle.

In the process of S3, the control switching unit 173 determines that the detection unit 172 has not detected the front object (S3: No), or in the process of S6, the desired speed is not higher than the speed limit. If determined (S6: No), the desired speed is output to the drive control unit 16 (S8), and the current control cycle ends.

In the process of S4, when the control switching unit 173 determines that the front distance is not larger than the braking limit distance (S4: No), the control switching unit 173 outputs a stop instruction to the drive control unit 16 (S9), and the current control is performed. The cycle ends.

As described above, according to the first embodiment, the ECU 10 includes the term for evaluating speed and the term for evaluating jerk, and the weighting of the term for evaluating speed and the term for evaluating jerk. The deceleration control is executed based on the evaluation function whose ratio can be adjusted. When the distance to the rear object is short, the ECU 10 adjusts the speed so that the term for evaluating the jerk is weighted more heavily than the term for evaluating the speed, compared to the case where the distance to the rear object is long. Adjust the weighting ratio of the term evaluated and the term evaluated jerk. As a result, when the distance to the rear object is short, gentle braking is realized, and as a result, even if the rear object is a moving body such as a pedestrian, a bicycle, or a car, the rear object is It is possible to reduce the risk of a rear-end collision. Further, by suppressing the sudden braking, it is possible to prevent the occupant from losing his/her posture. That is, the riding comfort is improved.

In the embodiment, the speeds (the desired speed, the speed limit, the speed curve, etc.) handled by the acquisition unit 15 and the speed limiter 17 are the speeds of the vehicle 1. The speed handled by the acquisition unit 15 and the speed limiting unit 17 is not necessarily the speed of the vehicle 1 as long as it corresponds to the speed of the vehicle 1. The speeds handled by the acquisition unit 15 and the speed limiter 17 can be expressed in arbitrary units, or can be expressed in arbitrary amounts that can be converted into the speed of the vehicle 1. In one example, the speed handled by the acquisition unit 15 and the speed limiting unit 17 can be expressed by an arbitrary amount that is proportional to the speed of the vehicle 1.

Further, in the embodiment, the description has been made assuming that in the normal control, the desired speed is input to the drive control unit 16. The control command in the normal control can be calculated based on an amount other than the desired speed. For example, in the normal control, the displacement amount of the movable portion of the acceleration operation unit 3a is input to the drive control unit 16, and the drive control unit 16 transmits torque according to the input displacement amount to the drive wheels. The control command may be calculated.

<Second Embodiment>
In the ECU 10 to which the speed control device of the second embodiment is applied, the method of adjusting the Q and R by the adjusting unit 175 in the calculation of the speed limit is different from that of the first embodiment. Descriptions of configurations and procedures common to the first embodiment will be omitted.

According to the second embodiment, the adjusting unit 175 calculates the relative speed of the front target object with respect to the vehicle 1 (hereinafter, front relative speed) and the relative speed of the rear target object with respect to the vehicle 1 (hereinafter, rear relative speed). Based on this, the ratio of Q and R is adjusted. Here, for each relative speed, the direction approaching the vehicle 1 is a positive direction. That is, the front relative speed is the relative speed at which the front target object approaches the vehicle 1. The rear relative speed is the relative speed at which the rear target object approaches the vehicle 1.

Specifically, when the other conditions (at least the front relative speed) are the same, the adjusting unit 175 has a higher ratio of R to Q when the rear relative speed is higher than when the rear relative speed is low. Q and R are calculated so as to be large. Accordingly, when the rear target object approaches the vehicle 1 at a high speed, the vehicle 1 is decelerated by the gentle braking, so that the risk of a rear collision due to the rear target object can be reduced. Further, by suppressing the sudden braking, it is possible to prevent the occupant from losing his/her posture. That is, the riding comfort is improved.

In addition, when the other conditions (at least the rear relative speed) are the same, the adjusting unit 175 sets the ratio of R to Q to be smaller when the front relative speed is higher than when the front relative speed is low. Then, Q and R are calculated. As a result, when the front object approaches the vehicle 1 at a high speed, the vehicle 1 is decelerated by the sudden braking, so that the risk of the vehicle 1 colliding with the front object can be further reduced.

In one example, the adjusting unit 175 calculates Q and R using the following equations (6) and (7). However, Vfront is a front relative speed and Vback is a rear relative speed. However, Vfront and Vback are positive real numbers.

The expressions (6) and (7) are an example of the calculation method of Q and R based on the front relative speed and the rear relative speed, and the calculation method of Q and R is not limited to this. The algorithm may calculate Q and R based only on the backward relative velocity.

FIG. 11 is a flowchart showing an example of a speed limit calculation procedure of the second embodiment.

In FIG. 11, first, the adjusting unit 175 acquires the front relative speed and the rear relative speed (S201). The adjusting unit 175 acquires, for example, the front distance and the rear distance for each control cycle, and stores the front distance and the rear distance acquired in the previous control cycle. Further, the adjusting unit 175 acquires the current speed (current speed of the vehicle 1). Then, the adjusting unit 175 determines the front relative speed and the rear relative speed from the stored front distance and rear distance of the previous control cycle, the front distance and rear distance acquired in the current control cycle, and the acquired current speed. Is calculated. The method of acquiring each relative velocity is not limited to this.

Subsequently, the adjusting unit 175 calculates Q and R by applying the obtained relative velocities to the equations (6) and (7), and uses the calculated Q and R as the evaluation function of the equation (1). It is set (S202).

In addition, when there is no rear target object and the rear target object is not detected by the detection unit 172, in one example, the adjustment unit 175 uses a predetermined small value as the rear distance in the process of S202.

Then, in S203 to S210, the same processes as S103 to S110 are executed, and the process is returned.

As described above, according to the second embodiment, the ECU 10 evaluates the speed when the relative speed of the rear target object approaching the vehicle 1 is fast, as compared with the case where the relative speed of the rear target object approaching the vehicle 1 is slow. The weighting ratio of the term for evaluating speed and the term for evaluating jerk is adjusted so that the weight of the term for evaluating jerk with respect to the term becomes large. Accordingly, when the relative speed of the rear target object approaching the vehicle 1 is high, the moving body is decelerated by gentle braking as compared with the case where the rear target object approaches the vehicle 1 at a low relative speed. It is possible to reduce the risk of a rear-end collision. Further, by suppressing the sudden braking, it is possible to prevent the occupant from losing his/her posture. That is, the riding comfort is improved.

<Third Embodiment>
In the ECU 10 to which the speed control device of the third embodiment is applied, the processing of the detection unit 172 and the method of adjusting Q and R by the adjustment unit 175 are mainly different from those of the first embodiment. Descriptions of configurations and procedures common to the first embodiment will be omitted.

In the third embodiment, the detection unit 172 detects whether the rear target object is paying attention to the vehicle 1. The rear object is, for example, a person, and more specifically, a pedestrian, a person driving a bicycle, or a person driving a car.

The criterion for determining whether or not the rear target object is paying attention to the vehicle 1 is not limited to a specific criterion. In one example, the rear detection device 5 includes a camera that captures the rear using, for example, infrared light or visible light, and the camera inputs the captured image to the ECU 10. When a person is included in the captured image, the detection unit 172 determines whether or not the person pays attention to the vehicle 1 by image analysis. For example, the detection unit 172 identifies the face of a person from the captured image, and determines whether the identified face faces the vehicle 1. When it is determined that the face is facing the vehicle 1, the detection unit 172 determines that the rear target object is paying attention to the vehicle 1. When it is determined that the face does not face the vehicle 1, the detection unit 172 determines that the rear target object is not paying attention to the vehicle 1.

In another example, the detection unit 172 determines whether the rear target object is paying attention to the vehicle 1 based on the rear distance or the rear relative speed. For example, when the rear target object approaches the vehicle 1 at a high relative speed and the rear target object does not slow down even if the rear target distance is less than a predetermined distance, the detection unit 172 causes the rear target object to pay attention to the vehicle 1. Judge not to.

In another example, the detection unit 172 determines whether the rear target object is paying attention to the vehicle 1 based on the deceleration of the rear target object. When the rear object is paying attention to the vehicle 1, it is considered that when the vehicle 1 decelerates by the deceleration control, the rear object notices the deceleration of the vehicle 1 and slows down. On the other hand, when the rear object is not paying attention to the vehicle 1, the rear object does not notice the deceleration of the vehicle 1 even if the vehicle 1 decelerates by the deceleration control, and therefore it is considered that the vehicle 1 does not slow down. The detection unit 172 determines whether or not the rear target object is paying attention to the vehicle 1 based on such a relationship. For example, the detection unit 172 determines whether the following formula (8) is satisfied. However, DEC is the deceleration of the vehicle 1, and DECback is the deceleration relative to the rear target object of the vehicle 1. DECback is calculated, for example, based on the change in the rear relative speed. Abs is an operator that calculates an absolute value. da is a threshold for judgment and is a positive real number. da may be set in the detection unit 172 in advance, or may be dynamically changeable.

The inside of the parenthesis on the left side of Expression (8) indicates the deceleration of the rear target. When Expression (8) is satisfied, the detection unit 172 determines that the rear target object is aware of the vehicle 1 and is decelerating, that is, the rear target object is paying attention to the vehicle 1. .. When the expression (8) is not satisfied, the detection unit 172 does not decelerate much because the rear target object is not aware of the vehicle 1, that is, the rear target object does not pay attention to the vehicle 1. To judge.

When the detection unit 172 determines that the rear target object is not paying attention to the vehicle 1, the adjustment unit 175 compares the case where the detection unit 172 determines that the rear target object is paying attention to the vehicle 1, Q and R are calculated so that the ratio of R to Q is larger.

FIG. 12 is a flowchart showing an example of a speed limit calculation procedure according to the third embodiment. Here, it is assumed that the detection unit 172 has already determined whether or not the rear target object is paying attention to the vehicle 1 in the corresponding control cycle.

First, the adjustment unit 175 determines whether or not the rear target object is paying attention to the vehicle 1 based on the detection result of the detection unit 172 (S301). When it is determined that the rear object is paying attention to the vehicle 1 (S301: Yes), the adjusting unit 175 determines Q and R, respectively, and uses the determined Q and R as the evaluation function of the equation (1). It is set (S302). In S302, the adjustment unit 175 determines Q and R such that the ratio of R to Q is equal to the preset ratio Rate1, for example. However, Rate1 is smaller than Rate2 described later. The adjusting unit 175 may store in advance the values of Q and R to be set when the rear target is paying attention to the vehicle 1. For example, the adjusting unit 175 sets 0.9 as Q and 0.1 as R.

When it is determined that the rear object is not paying attention to the vehicle 1 (S301: No), the adjusting unit 175 determines Q and R, respectively, and determines the determined Q and R as the evaluation function of the equation (1). Set (S303). In S303, the adjustment unit 175 determines Q and R so that the ratio of R to Q becomes equal to the preset ratio Rate2, for example. The adjustment unit 175 may store in advance the values of Q and R to be set when the rear target is not paying attention to the vehicle 1. For example, the adjusting unit 175 sets 0.1 as Q and 0.9 as R.

After the processing of S302 or S303, the same processing as S103 to S110 is executed in S304 to S311, and the processing is returned.

As described above, according to the third embodiment, the ECU 10 evaluates the speed when the rear object is not paying attention to the vehicle 1 as compared to when the rear object is paying attention to the vehicle 1. The weighting ratio of the term for evaluating speed and the term for evaluating jerk is adjusted so that the weight of the term for evaluating jerk with respect to the term becomes large. Accordingly, when the rear target object is not paying attention to the vehicle 1, the vehicle 1 is decelerated by gentle braking as compared with the case where the rear target object is paying attention to the vehicle 1. It is possible to reduce the risk of a rear-end collision. Further, by suppressing the sudden braking, it is possible to prevent the occupant from losing his/her posture. That is, the riding comfort is improved.

<Fourth Embodiment>
In the ECU 10 to which the speed control device according to the fourth embodiment is applied, mainly, a configuration capable of alerting a rear target object and a method of adjusting Q and R by the adjustment unit 175 are Different from the first embodiment. Descriptions of configurations and procedures common to the first embodiment will be omitted.

FIG. 13 is a diagram showing a functional configuration example of the ECU 10 of the fourth embodiment. According to the fourth embodiment, the ECU 10 is connected to the voice output device 20.

The audio output device 20 is, for example, a speaker and can output audio. The audio output device 20 is provided, for example, on the rear side of the vehicle body 2.

The ECU 10 includes an acquisition unit 15, a drive control unit 16, and a speed limiting unit 17. The speed limiting unit 17 includes a route prediction unit 171, a detection unit 172, a control switching unit 173, a deceleration control unit 174, and a caution unit 176. The deceleration control unit 174 includes an adjustment unit 175.

The alerting unit 176 causes the voice output device 20 to output a voice for alerting a moving body around the vehicle 1, particularly a moving body behind the vehicle 1. The sound for alerting is not limited to a specific sound. For example, a warning may be given by a word such as "a vehicle passes by", or a buzzer or a horn. Further, the timing of alerting by the alerting unit 176 is not limited to a specific timing. The alerting unit 176 may cause the voice output device 20 to output a voice for alerting while the vehicle 1 is traveling. The alerting unit 176 may cause the voice output device 20 to output a voice for alerting when the deceleration control is being executed. The alerting unit 176 may cause the audio output device 20 to output a voice for alerting during deceleration regardless of whether deceleration control is being performed. The alerting unit 176 may cause the voice output device 20 to output a voice for alerting when the detection unit 172 detects the rear target object. The alerting unit 176 may cause the voice output device 20 to output a voice for alerting when an instruction is input by the occupant.

The method of calling attention by voice is an example of a method of calling attention. For example, a taillight may be provided on the rear side of the vehicle 1, and the alerting unit 176 may alert the rear target object by blinking the taillight.

The adjusting unit 175 determines whether or not the alerting unit 176 alerts the rear target object. When the alerting unit 176 does not alert the backward target object, the adjusting unit 175 has a larger ratio of R to Q than when the alerting unit 176 alerts the backward target object. Calculate Q and R.

FIG. 14 is a flowchart showing an example of a speed limit calculation procedure of the fourth embodiment.

First, the adjustment unit 175 determines whether or not the alerting unit 176 alerts the rear target object (S401). When the attention unit 176 determines that the rear target is alerted (S401: Yes), the adjustment unit 175 determines Q and R, respectively, and determines the determined Q and R as the evaluation function of the equation (1). (S402). In S402, the adjusting unit 175 determines Q and R so that the ratio of R to Q becomes equal to the preset ratio Rate3, for example. However, Rate3 is smaller than Rate4 described later. The adjusting unit 175 may store in advance the values of Q and R to be set when the alerting unit 176 alerts the rear target object. For example, the adjusting unit 175 sets 0.9 as Q and 0.1 as R.

When the alerting unit 176 determines that the backward object is not alerted (S401: No), the adjusting unit 175 determines Q and R, respectively, and determines the determined Q and R in the formula (1). The evaluation function is set (S403). In S403, the adjustment unit 175 determines Q and R such that the ratio of R to Q is equal to the preset ratio Rate4. The adjusting unit 175 may store in advance the values of Q and R to be set when the alerting unit 176 does not alert the backward target object. For example, the adjusting unit 175 sets 0.1 as Q and 0.9 as R.

After the processing of S402 or S403, the same processing as S103 to S110 is executed in S404 to S411, and the processing is returned.

As described above, according to the fourth embodiment, the ECU 10 evaluates jerk with respect to the term for evaluating the speed, as compared with the case where the rear target object is not alerted when the rear target object is not alerted. The weighting ratio of the term for evaluating the speed and the term for evaluating the jerk is adjusted so that As a result, when the rear target is not alerted, the moving body is decelerated by gentle braking as compared to when the rear target is alerted, so the risk of a rear collision due to the rear target is reduced. It becomes possible. Further, by suppressing the sudden braking, it is possible to prevent the occupant from losing his/her posture. That is, the riding comfort is improved.

In addition, in the first to fourth embodiments, the ECU 10 adjusts the weighting of the term that evaluates jerk with respect to the term that evaluates speed, based on at least the state of the rear target object. As a result, even if the rear object is not a stationary object, it is determined whether to perform sudden braking or gentle braking based on the state, so that the risk of a rear collision due to the rear object is reduced. It becomes possible. In the examples of the first to fourth embodiments, the state of the rear target object means the rear distance, the rear relative speed, whether the rear target object pays attention to the vehicle 1, or the rear target object. Whether or not to call out. The state of the rear target object is not limited to these.

Although four methods are shown in the first to fourth embodiments as a method of adjusting the weighting of the term for evaluating jerk with respect to the term for evaluating speed, the ECU 10 uses two or more of the above four methods. The weighting may be adjusted by a combination of methods.

The combination method is arbitrary. In one example, the ECU 10 calculates each of Q and R by two or more methods to calculate the sum. Specifically, for example, when Q and R are calculated by a combination of four methods, the ECU 10 calculates Q1, Q2, Q3, Q4, R1, R2, R3, and R4, respectively, and the following equation (9) ) And equation (10). However, Q1 and R1 are Q and R calculated by the method of the first embodiment, Q2 and R2 are Q and R calculated by the method of the second embodiment, and Q3 and R3 are Q and R calculated by the method of the third embodiment, and Q4 and R4 are Q and R calculated by the method of the fourth embodiment. C is a predetermined constant.

In another example, the ECU 10 calculates Q and R by the following equations (11) and (12).

In this way, the ECU 10 can calculate Q and R by combining a plurality of methods.

Further, the ECU 10 may be configured so that a method of adjusting Q and R can be selected from a plurality of methods. In one example, the ECU 10 may be configured to allow an occupant or the like to select one of a plurality of methods. In another example, the ECU 10 may be configured to be able to automatically switch the method depending on the situation.

Although the embodiments of the present invention have been described above, the above-described embodiments and modifications are merely examples, and are not intended to limit the scope of the invention. The above-described embodiment and modified examples can be implemented in various other forms, and various omissions, replacements, combinations, and changes can be made without departing from the spirit of the invention. Further, the configurations and shapes of the embodiments and the modified examples may be partially replaced with each other.

DESCRIPTION OF SYMBOLS 1... Vehicle, 2... Car body, 2a... Cabin, 2b... Seat, 2c... Front bumper, 2d... Rear bumper, 3... Operating device, 3a... Accelerating operation part, 3b... Steering part, 3c... Shift operation part, 3d... Braking operation part, 4... Front detecting device, 4a, 4b, 4c, 4d, 5a, 5b, 5c, 5d... Sonar, 5... Rear detecting device, 6... Dashboard, 7... Wheel, 7F... Front wheel, 7R... Rear Wheels, 8... Drive device, 9... Wheel speed sensor, 10... ECU, 11... Arithmetic device, 12... Storage device, 13... Input/output device, 14... Bus, 15... Acquisition unit, 16... Drive control unit, 17... Speed limiter, 20... Voice output device, 171... Path prediction part, 172... Detection part, 173... Control switching part, 174... Deceleration control part, 175... Adjusting part, 176... Alerting part.

Claims (4)

A detection unit that detects a first object in front of the moving body and a second object behind the moving body based on input information from a detection device provided in the moving body,
The deceleration control for decelerating the moving body so as not to collide with the first object detected by the detection unit includes a first term for evaluating speed and a second term for evaluating jerk, and A deceleration control unit that executes based on an evaluation function in which the weighting ratio of the term and the second term is adjustable,
In the first case where the distance from the moving body to the second object detected by the detection unit is the first distance, in the case where the distance from the moving body to the first object is the first case Compared with the second case where the distance from the moving body to the first object is the same and the distance from the moving body to the second object is a second distance longer than the first distance. An adjusting unit that adjusts the ratio so that the weighting of the second term with respect to the first term increases .
Speed control device equipped with. A detection unit that detects a first object in front of the moving body and a second object behind the moving body based on input information from a detection device provided in the moving body,
The deceleration control for decelerating the moving body so as not to collide with the first object detected by the detection unit includes a first term for evaluating speed and a second term for evaluating jerk, and A deceleration control unit that executes based on an evaluation function in which the weighting ratio of the term and the second term is adjustable,
In the first case where the relative speed at which the second object approaches the moving body detected by the detection unit is a first speed, the relative speed at which the first object approaches the moving body is the first speed. A second speed that is the same as the relative speed at which the first object approaches the moving body in the case, and the relative speed at which the second object approaches the moving body is slower than the first speed; An adjusting unit that adjusts the ratio so that the weighting of the second term with respect to the first term is larger than that in the case of
Speed control device equipped with . A detection unit that detects a first object in front of the moving body and a second object behind the moving body based on input information from a detection device provided in the moving body,
The deceleration control for decelerating the moving body so as not to collide with the first object detected by the detection unit includes a first term for evaluating speed and a second term for evaluating jerk. A deceleration control unit that executes based on an evaluation function in which the weighting ratio of the term and the second term is adjustable,
The adjustment section,
Equipped with
The detection unit further detects whether or not the second object is paying attention to the moving body ,
Before SL adjuster, when the second object is not paying attention to the moving body, as compared with the case where the second object is paying attention to the moving object, the first for the first term Adjusting the ratio so that the weighting of the two terms becomes large,
Speed control devices. A detection unit that detects a first object in front of the moving body and a second object behind the moving body based on input information from a detection device provided in the moving body;
The deceleration control for decelerating the moving body so as not to collide with the first object detected by the detection unit includes a first term for evaluating speed and a second term for evaluating jerk, and A deceleration control unit that executes based on an evaluation function in which the weighting ratio of the term and the second term is adjustable,
An alerting unit capable of alerting the second object detected by the detecting unit;
If alerting the second object by the previous SL alerting unit is not performed, as compared with the case where attention calling is performed to the second object by the alerting unit, the second term to the first term An adjusting unit that adjusts the ratio so that the weighting of
Speed control device equipped with .

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