JP6967935B2 - Vehicle control device and vehicle control method - Google Patents

Description

The present invention relates to a vehicle control device and a vehicle control method for executing lane keeping control for controlling a steering device so that a vehicle keeps a lane.

Patent Document 1 aims to provide a vehicle control device capable of appropriately performing idling stop control as well as lane keeping support control ([0005] and abstract). In order to achieve the object, the vehicle control device 1 of Patent Document 1 (summary) includes an idling stop control device 10 and a lane keeping support control device 20.

The idling stop control device 10 operates under a situation where the vehicle speed is equal to or lower than a predetermined vehicle speed, and stops or restarts the engine when a predetermined parameter related to steering satisfies a predetermined condition. The lane keeping support control device 20 operates even in a situation where the vehicle speed is equal to or lower than the predetermined vehicle speed, and the actuator 26 generates a steering force according to a detection result such as a lane classification sign. The predetermined condition is set so that when the lane keeping support control device 20 is in a predetermined operating state, the engine is more likely to be stopped or less likely to be restarted than in other cases (summary). ).

JP-A-2015-093522

As described above, in Patent Document 1, when the lane keeping support control device 20 is in a predetermined operating state, the engine by the idling stop control device 10 is more likely to be stopped or restarted than in other cases. It is set to be difficult to do (summary). In other words, in Patent Document 1, the idling stop control is changed in relation to the lane keeping control.

However, in Patent Document 1, the relationship between the control other than the idling stop control and the lane keeping control is not examined. As such control, for example, there may be temporary intervention control (automatic brake control, etc.) that changes the behavior of the vehicle by temporarily intervening in the acceleration, deceleration, or steering of the vehicle while the vehicle is running.

The present invention has been made in consideration of the above circumstances, and an object of the present invention is to provide a vehicle control device and a vehicle control method capable of suitably controlling the behavior of a vehicle.

The vehicle control device according to the present invention is
A lane recognition unit that recognizes lanes from peripheral images captured by the image pickup unit,
A lane keeping control unit that executes lane keeping control that controls a steering device so that the vehicle maintains the lane recognized by the lane recognition unit.
A vehicle control device including a steering control device that controls the steering of the vehicle.
The vehicle control device performs an intervention that performs temporary intervention control that changes the behavior of the vehicle by temporarily intervening at least one of acceleration, deceleration, and steering of the vehicle while the vehicle is running. Further equipped with a control unit,
During execution of the lane keeping control, when the temporary intervention by the intervention control unit is performed, the vehicle controller changes the control mode of the lane keeping control,
The temporary intervention is, if a temporary deceleration intervention or temporary acceleration intervention in the longitudinal direction of the vehicle, the vehicle control device stops the steering by the lane keeping control,
The temporary intervention is, wherein when the steering control apparatus which is the temporary steering intervention on the vehicle through the lane keeping control unit continues the output of the lane-keeping steering command by the lane keeping control However, the steering control device is characterized in that the temporary steering command from the intervention control unit is used in preference to the lane keeping steering command.

According to the present invention, if a temporary intervention by the intervention control unit is performed during the execution of the lane keeping control, the control mode of the lane keeping control is changed. As a result, when both the lane keeping control and the temporary intervention control are in the execution state, it is possible to arbitrate between them. Further, according to the present invention, the temporary intervention is, if a temporary deceleration intervention or temporary acceleration intervention in the longitudinal direction of the vehicle, the vehicle control device, according to the lane keeping control Stop steering. This makes it possible to prioritize temporary deceleration or temporary acceleration in the anteroposterior direction, which is performed as a temporary intervention. Further, according to the present invention, the vehicle control device includes a steering control device that controls the steering of the vehicle. Further, the temporary intervention is, wherein when a temporary steering intervention in the vehicle through a steering control system, the lane keeping control unit, the output of the lane-keeping steering command by the lane keeping control In the steering control device, the temporary steering command from the intervention control unit is used in preference to the lane keeping steering command. This makes it possible to prioritize temporary steering intervention while keeping the lane keeping control unit on.

The lane keeping control may be executed up to an extremely low speed region just before the stop (for example, a region larger than 0 km / h and 10 km / h or less). As a result, even if the temporary intervention control is executed in the extremely low speed range (for example, automatic braking control when the driver is operating the acceleration / deceleration of the vehicle), the lane keeping control and the temporary intervention control are performed. It becomes possible to arbitrate.

The temporary intervention is, when the a temporary slowdown intervention in longitudinal direction of the vehicle, the vehicle control device, the steering by the lane keeping control is stopped, even after the temporary slowdown intervention , The steering stop by the lane keeping control may be continued. Further, the temporary intervention is, if a temporary steering intervention in the vehicle, the vehicle control device, the temporarily stopped steering by the lane keeping control, the temporary steering interventions After the end, the steering by the lane keeping control may be restarted.

As a result, when a temporary deceleration intervention is performed, the steering is shifted to the steering operated by the driver, and when a temporary steering intervention is performed, the lane keeping control is restarted after that. Therefore, it is possible to distinguish whether or not the lane keeping control needs to be restarted according to the content of the temporary intervention.

The temporary intervention control may include an obstacle avoidance control for avoiding an obstacle existing in front of the vehicle. Further, the obstacle avoidance control may give an alarm to the driver and automatic braking step by step according to the degree of approach to the obstacle. At the stage where the alarm is issued, the vehicle control device may maintain the use of the control command for the lane keeping control. At the stage where the automatic braking is performed, the vehicle control device may stop using the control command for the lane keeping control. As a result, even when obstacle avoidance control is performed, lane keeping control can be continued until the automatic brake for avoiding obstacles is activated.

The vehicle control method according to the present invention is
A lane recognition step that recognizes a lane from a peripheral image captured by the image pickup unit,
It is a method including a lane keeping step for executing a lane keeping control for controlling a steering device so that the vehicle keeps the recognized lane.
The vehicle control method further includes the intervention control step of executing the acceleration of the vehicle during running of the vehicle, deceleration and temporary intervention control for temporary interventions to at least one steering,
During execution of the lane-keeping step, when the temporary intervention by the intervention control step is performed to change the control mode of the lane keeping control,
The temporary intervention is, if a temporary deceleration intervention or temporary acceleration intervention in the longitudinal direction of the vehicle, to stop the steering by the lane keeping control,
The temporary intervention is, if a temporary steering intervention in the vehicle through a steering control device for controlling the steering of the vehicle to continue the output of the lane-keeping steering command by the lane keeping control , The temporary steering command in the intervention control step is used in preference to the lane keeping steering command.

According to the present invention, it is possible to suitably control the behavior of the vehicle.

It is a block diagram which shows the schematic structure of the vehicle including the vehicle control device which concerns on 1st Embodiment of this invention. It is a figure which shows each part of the arithmetic unit of the said vehicle control apparatus of 1st Embodiment. It is a flowchart of arbitration control in 1st Embodiment. It is a flowchart of the lane keeping control in 2nd Embodiment.

A. One Embodiment <A-1. Configuration>
[A-1-1. overall structure]
FIG. 1 is a block diagram showing a schematic configuration of a vehicle 10 including a vehicle control device 38 (hereinafter, also referred to as “control device 38”) according to the first embodiment of the present invention. The vehicle 10 (hereinafter, also referred to as “own vehicle 10”) includes an external world sensor 20, a vehicle body behavior sensor 22, a driving operation sensor 24, a communication device 26, and a human-machine interface 28 (also referred to as “own vehicle 10”). Hereinafter, it is referred to as “HMI 28”), and includes a driving force generation device 30, a braking device 32, a steering device 34, and an auxiliary restraint device 36.

[A-1-2. External sensor 20]
The outside world sensor 20 detects information about the outside world of the vehicle 10 (hereinafter, also referred to as “outside world information Ie”). The outside world sensor 20 includes a plurality of vehicle exterior cameras 50 (imaging unit) and a plurality of radars 52. However, in FIG. 1, only one external camera 50 and one radar 52 are shown.

The plurality of external cameras 50 (hereinafter, also referred to as “camera 50”) output image information images related to peripheral images Fs that capture the periphery (front, side, and rear) of the vehicle 10. The plurality of radars 52 output radar information Iradar indicating reflected waves for electromagnetic waves transmitted to the periphery (front, side, and rear) of the vehicle 10. In addition to the camera 50 and the radar 52, a LIDAR (Light Detection And Ranging) may be provided. LIDAR continuously emits lasers in all directions of the vehicle 10, measures the three-dimensional position of the reflection point based on the reflected wave, and outputs it as three-dimensional information.

[A-1--3. Body behavior sensor 22]
The vehicle body behavior sensor 22 detects information regarding the behavior of the vehicle 10 (particularly the vehicle body) (hereinafter, also referred to as “vehicle body behavior information Ib”). The vehicle body behavior sensor 22 includes a vehicle speed sensor 60, a wheel speed sensor 62, an acceleration sensor 64, and a yaw rate sensor 66. The vehicle speed sensor 60 detects the vehicle speed V [km / h] of the vehicle 10 and the traveling direction. The wheel speed sensor 62 detects the speed (wheel speed Vw) [rpm] of each wheel (not shown). The acceleration sensor 64 detects the acceleration G [m / s / s] of the vehicle 10. The acceleration G includes a front-back acceleration α, a lateral acceleration Glat, and a vertical acceleration Gv (may be an acceleration G in only a part of the directions). The yaw rate sensor 66 detects the yaw rate Yr [rad / s] of the vehicle 10.

[A-1--4. Operation sensor 24]
The driving operation sensor 24 detects information related to the driving operation by the driver (hereinafter, also referred to as “driving operation information Ido”). The driving operation sensor 24 includes an accelerator pedal sensor 70, a brake pedal sensor 72, a steering angle sensor 74, and a steering torque sensor 76. The accelerator pedal sensor 70 detects the operation amount θap [%] of the accelerator pedal 80. The brake pedal sensor 72 detects the operation amount θbp [%] of the brake pedal 82. The steering angle sensor 74 detects the steering angle θst [deg] of the steering wheel 84. The steering torque sensor 76 detects the torque Tst [Nm] applied to the steering wheel 84.

[A-1-5. Communication device 26]
The communication device 26 performs wireless communication with an external device. The external device here includes, for example, an external server (not shown). The communication device 26 of the present embodiment is assumed to be mounted (or always fixed) on the vehicle 10, but is portable to the outside of the vehicle 10, for example, a mobile phone or a smartphone. There may be.

[A-1-6. HMI28]
The HMI 28 (destination input unit) accepts operation input from the occupant and presents various information to the occupant visually, audibly and tactilely. The HMI 28 includes a driving assist switch 100 (hereinafter, also referred to as “driving assist SW100”), a speaker 102, a touch panel 104, a microphone 106, and an emergency call switch 108.

The driving assist SW100 is a switch for instructing the start and end of the driving assist by the operation of the occupant. The driving assist referred to here is an assist using a driving assist control such as VSA control and TCS control described later. The operation assist SW100 may be configured as a separate switch by dividing one or a plurality of operation assist controls. Further, in addition to or in place of the driving assist SW100, it is also possible to command the start or end of the driving assist by another method (voice input via the microphone 106 or the like).

The touch panel 104 includes, for example, a liquid crystal panel or an organic EL panel. The emergency call switch 108 is a switch that commands the start of medical emergency stop (MES) control, which will be described later.

[A-1-7. Driving force generator 30]
The driving force generation device 30 has an engine 110 as a traveling drive source, and generates a traveling driving force of the vehicle 10. The traveling drive source may be a traveling motor or the like. The driving force generation device 30 is controlled by the driving control unit 198 (FIG. 2).

[A-1-8. Braking device 32]
The braking device 32 has a brake actuator 120 (or a hydraulic mechanism), a brake pad, and the like, and generates a braking force of the vehicle 10. The braking device 32 may control engine braking by the engine 110 and / or regenerative braking by the traveling motor. The braking device 32 is controlled by the braking control unit 200 (FIG. 2).

[A-1-9. Steering device 34]
The steering device 34 has an electric power steering (EPS) motor 130 and the like, and controls the steering angle θst. The steering device 34 is controlled by the steering control unit 202 (FIG. 2).

[A-1-10. Auxiliary restraint device 36]
The auxiliary restraint device 36 (hereinafter, also referred to as “SRS36”) reduces the impact of the occupant at the time of contact, and has an airbag 140 and a bumper sensor (not shown).

[A-1-11. Vehicle control device 38]
(A1-11-1. Outline of vehicle control device 38)
When the driver performs a driving operation without driving assistance, the vehicle control device 38 has a driving force generation device 30, a braking device 32, and a steering device based on the detected values from the vehicle body behavior sensor 22 and the driving operation sensor 24. 34 is controlled. Further, when the driving assist switch 100 is turned on and the driver performs a driving operation together with the driving assist, the vehicle control device 38 has a detection value of the outside world sensor 20 in addition to the vehicle body behavior sensor 22 and the driving operation sensor 24. The driving force generation device 30, the braking device 32, the steering device 34, and the SRS 36 are controlled based on the above.

As shown in FIG. 1, the vehicle control device 38 includes an input / output device 150, an arithmetic unit 152, and a storage device 154. The input / output device 150 performs input / output with devices (sensors 20, 22, 24, etc.) other than the vehicle control device 38.

The arithmetic unit 152 includes a central processing unit (CPU), and performs calculations based on signals from sensors 20, 22, 24, a communication device 26, an HMI 28, and the like. Then, the arithmetic unit 152 generates a signal for the communication device 26, the HMI 28, the driving force generation device 30, the braking device 32, and the steering device 34 based on the calculation result. The details of the arithmetic unit 152 will be described later.

The storage device 154 stores programs and data used by the arithmetic unit 152. The storage device 154 includes, for example, a random access memory (hereinafter referred to as “RAM”). As the RAM, a volatile memory such as a register and a non-volatile memory such as a flash memory can be used. Further, the storage device 154 may have a read-only memory (hereinafter referred to as “ROM”) in addition to the RAM.

(A-1-11-2. Arithmetic logic unit 152)
FIG. 2 is a diagram showing each part of the arithmetic unit 152 of the vehicle control device 38 of the first embodiment. As shown in FIG. 2, the arithmetic unit 152 of the vehicle control device 38 includes an external world recognition unit 170, an adaptive cruise control unit 172 (hereinafter, also referred to as “ACC unit 172”), a lane keeping control unit 174, and vehicle body behavior. Stabilization control unit 176 (hereinafter also referred to as "VSA control unit 176"), traction control system control unit 178 (hereinafter also referred to as "TCS control unit 178"), and anti-brake lock system control unit 180 (hereinafter "ABS"). Also referred to as "control unit 180"), electronically controlled braking force distribution system control unit 182 (hereinafter also referred to as "EBD control unit 182"), and collision reduction brake system control unit 184 (hereinafter also referred to as "CMBS control unit 184"). ), Road deviation reduction control unit 186 (hereinafter also referred to as "RDM control unit 186"), side contact reduction control unit 188 (hereinafter also referred to as "SCM control unit 188"), and pedestrian accident reduction steering. System control unit 190 (hereinafter also referred to as "PCMSS control unit 190"), auxiliary restraint device control unit 192 (hereinafter also referred to as "SRS control unit 192"), and medical emergency stop control unit 194 (hereinafter "MES control unit"). 194 ”), an arbitration unit 196, a drive control unit 198, a braking control unit 200, and a steering control unit 202.

Among the above units, the VSA control unit 176, the TCS control unit 178, the ABS control unit 180, the EBD control unit 182, the CMBS control unit 184, the RDM control unit 186, the SCM control unit 188, the PCMSS control unit 190, and the MES control unit 194 are included. An intervention control unit 210 that executes temporary intervention control is configured.

In FIG. 2, one arithmetic unit 152 has a plurality of parts, but an input / output device 150, an arithmetic unit 152, and a storage device 154 may be provided for each of the units included in the arithmetic unit 152. In other words, an electronic control unit (ECU) may be provided for each part included in the arithmetic unit 152.

The outside world recognition unit 170 (lane recognition unit) recognizes surrounding obstacles and traveling lanes (or lane marks) based on the outside world information Ie (particularly the peripheral image Fs) from the outside world sensor 20. Obstacles here include, for example, peripheral vehicles (preceding vehicles, etc.), pedestrians, bicycles, walls, and utility poles.

The ACC unit 172 executes adaptive cruise control (ACC: Adaptive Cruise Control). In the ACC, when there is no preceding vehicle within a predetermined distance ahead of the own vehicle 10, the acceleration / deceleration of the vehicle 10 is controlled with the fixed vehicle speed as the target vehicle speed Vtar. Further, in the ACC, when the preceding vehicle is located in front of the predetermined distance from the own vehicle 10, the acceleration / deceleration of the vehicle 10 is controlled so as to maintain the target inter-vehicle distance from the preceding vehicle according to the vehicle speed V. When controlling the acceleration / deceleration of the vehicle 10, the ACC controls the driving force generation device 30 and the braking device 32 via the drive control unit 198 and the braking control unit 200.

In the ACC of the first embodiment, the allowable deceleration (hereinafter, also referred to as "allowable deceleration") is limited in order not to give the driver a sense of discomfort with respect to the deceleration. When another vehicle enters the traveling lane of the own vehicle 10 from the adjacent lane and a deceleration exceeding the allowable deceleration of the ACC is required, the distance between the vehicle and the preceding vehicle is controlled by the CMBS control described later. When the inter-vehicle distance to the preceding vehicle increases to the target inter-vehicle distance (or a value close to it), ACC is restarted.

The lane keeping control unit 174 executes the lane keeping control. In the lane keeping control, the steering device 34 is controlled so that the vehicle 10 maintains the traveling lane recognized by the outside world recognition unit 170 (lane recognition unit). In other words, in the lane keeping control, the steering of the vehicle 10 is controlled so that the own vehicle 10 passes the reference position in the width direction of the traveling lane (for example, the center of the traveling lane in the width direction). When controlling the steering of the vehicle 10, the lane keeping control unit 174 controls the steering device 34 via the steering control unit 202. The lane keeping control of the present embodiment is executed from an extremely low speed region (for example, a region larger than 0 km / h and 10 km / h or less) to a high speed region (for example, a region larger than 80 km / h and 100 km / h or less). ..

The VSA control unit 176 executes vehicle body behavior stabilization (VSA: Vehicle Stability Assist) control. The VSA control is a control that monitors the wheel speed Vw, the lateral acceleration Glat, and the yaw rate Yr to suppress the sideslip of the vehicle body during turning. In order to suppress sideslip, in VSA control, a braking force is applied to a specific wheel by controlling the braking device 32 via the braking control unit 200. Further, in VSA control, the output of the engine 110 is reduced by controlling the driving force generation device 30 via the drive control unit 198.

The TCS control unit 178 executes traction control system (TCS) control. The TCS control is a control that monitors the wheel speed Vw of each wheel to prevent the wheel from slipping during acceleration or the like. In order to prevent the wheels from slipping, in the TCS control, the output of the engine 110 is limited by controlling the driving force generation device 30 via the drive control unit 198. Further, in the TCS control, the braking device 32 is controlled via the braking control unit 200 to apply a braking force to a specific wheel to limit the rotation speed of the wheel.

The ABS control unit 180 executes anti-brake lock system (ABS) control. ABS control is a control that monitors the wheel speed Vw of each wheel to prevent wheel lock during braking. In order to prevent wheel lock, in ABS control, the braking device 32 is controlled via the braking control unit 200 to apply a braking force to a specific wheel and limit the rotation speed of the wheel.

The EBD control unit 182 executes electronically controlled braking force distribution (EBD: Electronic Brake force Distribution) control. The EBD control is incidental to the ABS control, and is a control that distributes the optimum braking force to each wheel according to the traveling situation when the brake operation is performed.

The CMBS control unit 184 executes the rear-end collision mitigation brake system (CMBS: Contact Mitigation Brake System) control. In the CMBS control, when the vehicle 10 determines that there is a risk of a rear-end collision, an alarm alerts the driver and prompts an operation to avoid a rear-end collision. The alarm here includes an output of an alarm sound via the speaker 102 and an alarm display via the touch panel 104 (or a meter (not shown). In addition, the alarm may also include weak automatic braking not intended to slow down the vehicle 10. Further, in the CMBS control, when it is determined that the rear-end collision cannot be avoided, the automatic brake is activated via the braking control unit 200.

The RDM control unit 186 executes road deviation mitigation (RDM: Road Departure Mitigation) control. The RDM control is a control that reduces the deviation of the vehicle 10 from the traveling lane. In the RDM control, the position of the traveling lane recognized by the outside world recognition unit 170 is monitored in order to reduce the deviation from the traveling lane due to the own vehicle 10. When it is determined that the vehicle 10 deviates from the traveling lane, or when it is determined that the vehicle deviates, the RDM control unit 186 operates the steering device 34 via the steering control unit 202 to set the steering angle θst in the direction opposite to the deviation. Change. In addition, the RDM control unit 186 operates the braking device 32 via the braking control unit 200 to operate the automatic brake.

The SCM control unit 188 executes side contact mitigation (SCM) control. In the SCM control, the approach of an obstacle (peripheral vehicle or the like) to the side of the vehicle 10 is detected based on the recognition result of the outside world recognition unit 170. Then, when the approach of the obstacle is detected, the SCM control unit 188 controls the steering device 34 so as to change the steering angle θst in the avoidance direction in order to reduce the lateral contact with the obstacle. In addition, the SCM control unit 188 operates the braking device 32 via the braking control unit 200 to operate the automatic brake.

The PCMSS control unit 190 executes pedestrian accident reduction steering system (PCMSS: Pedestrian Contact Mitigation Steering System) control. In the PCMSS control, information on pedestrians and traveling lanes (lane marks) in the roadside zone is acquired from the outside world recognition unit 170. When the own vehicle 10 is out of the traveling lane and is likely to come into contact with a pedestrian, the PCMSS control unit 190 warns with a sound and a display via the HMI 28. In addition, the PCMSS control unit 190 controls the steering device 34 via the steering control unit 202 to support the avoidance operation.

The SRS control unit 192 executes auxiliary restraint device (SRS: Supplemental Restraint System) control. In SRS control, when the bumper sensor detects contact with an obstacle, the airbag 140 is deployed.

The MES control unit 194 executes a medical emergency stop (MES) control. In the MES control, when the emergency call switch 108 is turned on, an emergency call is transmitted to the external server via the communication device 26.

The arbitration unit 196 arbitrates the control command for lane keeping control and the control command for each other unit, and outputs the control command to the driving force generation device 30, the braking device 32, and the steering device 34. The arbitration unit 196 of the first embodiment changes the control mode of the lane keeping control when the intervention control unit 210 temporarily intervenes during the execution of the lane keeping control (see FIG. 3 for details). Will be described later.).

The drive control unit 198 controls the engine 110 based on the operation amount θap of the accelerator pedal 80 or a command from another part of the vehicle control device 38 to adjust the traveling drive force of the vehicle 10. The braking control unit 200 controls the braking force of the vehicle 10 by operating the brake actuator 120 or the like based on the operation amount θbp of the brake pedal 82 or a command from another part of the vehicle control device 38.

The steering control unit 202 (steering control device) controls the EPS motor 130 in response to an operation of the steering wheel 84 by the driver or a command from another part of the vehicle control device 38, and controls the steering angle θst or steering of the vehicle 10. To control.

As described above, the VSA control unit 176, the TCS control unit 178, the ABS control unit 180, the EBD control unit 182, the CMBS control unit 184, the RDM control unit 186, the SCM control unit 188, the PCMSS control unit 190 and the MES control unit 194 , Is included in the intervention control unit 210 that executes temporary intervention control.

The intervention control unit 210 executes intervention control that changes the behavior of the vehicle 10 by temporarily intervening in at least one of acceleration, deceleration, and steering of the vehicle 10 while the vehicle 10 is traveling. For example, one of the intervention controls is automatic brake control when the driver operates the acceleration, deceleration, and steering of the vehicle 10 by using the accelerator pedal 80, the brake pedal 82, and the steering wheel 84. Temporary intervention control is also performed in the very low speed region (eg, region greater than 0 km / h and less than 10 km / h).

Of the temporary intervention controls, VSA control, TCS control, ABS control, and EBD control are vehicle body behavior stabilization controls in a broad sense for stabilizing vehicle body behavior. The VSA control may include TCS control, ABS control, and EBD control. Further, among the temporary intervention controls, CMBS control, RDM control, SCM control and PCMSS control are avoidance controls for avoiding contact with obstacles.

<A-2. Mediation control by arbitration unit 196>
Next, the arbitration control executed by the arbitration unit 196 of the present embodiment will be described. As described above, in the arbitration control, when the temporary intervention control by the intervention control unit 210 (VSA control unit 176, TCS control unit 178, etc.) is executed during the lane keeping control, the control mode of the lane keeping control To change.

FIG. 3 is a flowchart of arbitration control in the first embodiment. In step S11, the arbitration unit 196 determines whether or not the lane keeping control is being executed. The determination is made based on, for example, whether or not a steering signal (control command) is input from the lane keeping control unit 174 via the interprocess processing of the arithmetic unit 152, the controller area network (CAN), or the like. Alternatively, the arbitration unit 196 may inquire from the lane keeping control unit 174 whether or not the lane keeping control is being executed. If the lane keeping control is being executed (S11: TRUE), the process proceeds to step S12. When the lane keeping control is not being executed (S11: FALSE), arbitration in relation to the lane keeping control is unnecessary. In that case, the arbitration control this time is ended, and the process returns to step S11 after a predetermined time has elapsed.

In step S12, arbitration unit 196 determines whether a temporary intervention is in progress. The temporary intervention referred to here is a temporary intervention for at least one of acceleration, deceleration, and steering of the vehicle 10 while the vehicle 10 is running, thereby changing the behavior of the vehicle 10. Temporary interventions include interventions by any of VSA control, TCS control, ABS control, EBD control, CMBS control, RDM control, SCM control and PCMSS control.

The determination in step S12 is determined based on whether or not an intervention signal (control command) is input to the arbitration unit 196 from the intervention control unit 210 via, for example, interprocess processing of the arithmetic unit 152 or CAN or the like. Alternatively, the arbitration unit 196 may inquire from the intervention control unit 210 whether or not the temporary intervention is being executed.

The ACC controls acceleration / deceleration performed "continuously" in relation to the preceding vehicle. Therefore, acceleration / deceleration by ACC is not included in the temporary intervention. In addition, lane keeping control controls steering "continuously" in order to maintain driving in the traveling lane. Therefore, steering by lane keeping control is not included in the temporary intervention.

If the temporary intervention is in progress (S12: TRUE), the process proceeds to step S13. If no temporary intervention is in progress (S12: FALSE), the process proceeds to step S18.

In step S13, the arbitration unit 196 determines whether or not the temporary intervention being performed in step S12 is a temporary deceleration intervention. The temporary deceleration intervention referred to here includes intervention by VSA control, TCS control, ABS control, and EBD control (that is, automatic braking). In addition, temporary deceleration interventions include emergency braking control of CMBS control. Even if an alarm (alarm brake) is executed in the CMBS control, the lane keeping control is continued. Further, the deceleration by the ACC is not included in the temporary deceleration intervention referred to here because it is a part of the acceleration / deceleration performed continuously in relation to the preceding vehicle.

If a temporary deceleration intervention is being performed (S13: TRUE), the process proceeds to step S15. If no temporary deceleration intervention has been performed (S13: FALSE), the process proceeds to step S14.

In step S14, the arbitration unit 196 determines whether or not other termination conditions for terminating the lane keeping control are satisfied. Other termination conditions here include execution of MES control. If the other termination conditions are satisfied (S14: TRUE), the process proceeds to step S15. If the other termination conditions are not satisfied (S14: FALSE), the process proceeds to step S16.

If it is "True" (TRUE) in step S13 or S14, in step S15, the arbitration unit 196 stops using the control command for lane keeping control (steering signal from the lane keeping control unit 174). In other words, even if the steering signal from the lane keeping control unit 174 is input, the arbitration unit 196 does not reflect this in the steering by the steering device 34 (for example, the steering signal is ignored). This makes it possible, for example, to prioritize the temporary deceleration intervention determined in step S13. Alternatively, it is possible to perform control in consideration of other end conditions determined in step S14.

When the use of the control command is stopped in step S15, the arbitration unit 196 does not resume the use of the control command only by ending the temporary deceleration intervention. That is, the arbitration unit 196 does not resume the use of the control command until the predetermined restart condition is satisfied. As the restart condition here, for example, it can be used that the driving assist SW100 (or the switch for the execution command of the lane keeping control) is turned on again.

In step S16, the arbitration unit 196 determines whether or not the temporary intervention being performed in step S12 is a temporary steering intervention. The temporary steering intervention referred to here includes intervention by RDM control, PCMSS control, and SCM control (that is, automatic steering). Further, steering by lane keeping control is not included in the temporary steering intervention referred to here because it is steering that is continuously performed to maintain driving in the traveling lane. If a temporary steering intervention is being performed (S16: TRUE), the process proceeds to step S17. If no temporary steering intervention has been performed (S16: FALSE), the process proceeds to step S18.

In step S17, the arbitration unit 196 temporarily stops using the control command for lane keeping control (steering signal from the lane keeping control unit 174). In other words, even if the steering signal from the lane keeping control unit 174 is input, the arbitration unit 196 does not reflect this in the steering by the steering device 34 (for example, the steering signal is ignored). This makes it possible, for example, to prioritize the temporary steering intervention determined in step S16. If the use of the control command is temporarily stopped in step S17, the arbitration unit 196 resumes the use of the control command when the temporary steering intervention is completed.

If it is "false" (FALSE) in step S12 or S16, in step S18, the arbitration unit 196 uses a control command for lane keeping control (steering signal from the lane keeping control unit 174) (normal processing).

<A-3. Effect of the first embodiment>
As described above, according to the first embodiment, the intervention control unit 210 (VSA control unit 176, TCS control unit 178, etc.) temporarily intervenes while the lane keeping control is being executed (S11: TRUE in FIG. 3). (S13: TRUE or S16: TRUE), the arbitration unit 196 suspends or temporarily suspends the use of the control command for lane keeping control (S15, S17). In other words, the control mode of lane keeping control is changed. As a result, when both the lane keeping control and the temporary intervention control are in the execution state, it is possible to arbitrate between them.

In the first embodiment, the lane keeping control can be executed up to the extremely low speed region just before the stop. As a result, even if the temporary intervention control (VSA control, TCS control, etc.) is executed in the extremely low speed range (for example, automatic brake control when the driver is operating the acceleration / deceleration of the vehicle 10). , It becomes possible to mediate between lane keeping control and temporary intervention control.

In the first embodiment, when the temporary intervention control (VSA control or the like) temporarily decelerates the vehicle 10 in the front-rear direction, the vehicle control device 38 (arbitration unit 196) is a control command for lane keeping control. Stop using. In other words, steering by lane keeping control is stopped. This makes it possible to prioritize temporary deceleration in the anteroposterior direction, which is performed as a temporary intervention.

In the first embodiment, the vehicle control device 38 includes a steering control unit 202 (steering control device) that controls the steering of the vehicle 10 (FIG. 2). Further, when the temporary intervention control performs a temporary steering intervention of the vehicle 10 via the steering control unit 202 (steering control device) (S16: TRUE in FIG. 3), the lane keeping control unit 174 maintains the lane. Continue to output lane keeping steering command by control. Further, the steering control unit 202 uses the temporary steering command from the intervention control unit 210 in preference to the lane keeping steering command via the arbitration unit 196 (S17). This makes it possible to prioritize temporary steering intervention while keeping the lane keeping control unit 174 on.

In the first embodiment, when the temporary intervention control performs a temporary deceleration intervention in the front-rear direction of the vehicle 10 (S13: TRUE in FIG. 3), the vehicle control device 38 (arbitration unit 196) maintains the lane. Steering by control is stopped (S15). Then, even after the temporary deceleration intervention, the steering stop by the lane keeping control is continued. Further, when the temporary intervention control performs a temporary steering intervention of the vehicle 10 (S16: TRUE), the vehicle control device 38 (arbitration unit 196) temporarily stops the steering by the lane keeping control (S17). ), After the temporary steering intervention is completed, steering by lane keeping control is resumed.

As a result, when a temporary deceleration intervention is performed, the steering is shifted to the steering operated by the driver, and when a temporary steering intervention is performed, the lane keeping control is resumed after that. Therefore, it is possible to distinguish whether or not the lane keeping control needs to be restarted according to the content of the temporary intervention.

In the first embodiment, the temporary intervention control includes CMBS control as an obstacle avoidance control for avoiding an obstacle existing in front of the vehicle 10 (S13 in FIG. 3). Further, the CMBS control gives an alarm (including a weak brake) to the driver and an automatic brake step by step according to the degree of approach to the obstacle. Further, at the stage where the alarm is issued in the CMBS control (S12: FALSE), the vehicle control device 38 (arbitration unit 196) maintains the use of the control command for the lane keeping control (S18). Furthermore, the arbitration unit 196 stops using the control command for lane keeping control at the stage where the automatic braking in the CMBS control is performed (S13: TRUE) (S15). As a result, even when CMBS control is performed, lane keeping control can be continued until the automatic brake for avoiding an obstacle is activated.

B. 2nd Embodiment <B-1. Configuration (difference from the first embodiment)>
In the first embodiment, the arbitration unit 196 arbitrated between the lane keeping control and the temporary intervention control (VSA control or the like) (FIG. 3). On the other hand, in the second embodiment, the arbitration unit 196 is omitted, and the lane keeping control unit 174 mediates with the temporary intervention control (VSA control or the like). That is, the lane keeping control executed by the lane keeping control unit 174 includes arbitration with the temporary intervention control.

In the configuration of the second embodiment, since the arbitration unit 196 is only omitted from the configuration of FIG. 1, the illustration is omitted. Hereinafter, the same components as those in the first embodiment are designated by the same reference numerals, and detailed description thereof will be omitted.

<B-2. Lane maintenance control by lane maintenance control unit 174>
Next, the lane keeping control of the lane keeping control unit 174 of the second embodiment will be described. When the intervention control unit 210 (VSA control unit 176, TCS control unit 178, etc.) temporarily intervenes during its own lane maintenance control, the lane maintenance control unit 174 changes the control mode of the lane maintenance control. change.

FIG. 4 is a flowchart of the lane keeping control in the second embodiment. In step S21, the lane keeping control unit 174 determines whether or not the basic start condition of the lane keeping control is satisfied. As the basic start condition here, for example, it can be used that the driving assist switch 100 (or the lane keeping control switch thereof) is turned on. Alternatively, the start condition may be that the start command for lane keeping control is input via the microphone 106. The basic start condition of step S21 does not include the conditions of steps S22 to S25 described later.

If the basic start condition is satisfied (S21: TRUE), the process proceeds to step S22, and if the basic start condition is not satisfied (S21: FALSE), step S21 is repeated.

Steps S22 to S25 are the same as steps S13, S14, and S16 in FIG. However, it should be noted that the meanings of true (TRUE) and false (FALSE) are opposite to each other.

That is, in step S22, the lane keeping control unit 174 determines whether or not the temporary deceleration intervention by the temporary intervention control is performed. If no temporary deceleration intervention has been performed (S22: TRUE), the process proceeds to step S23. If a temporary deceleration intervention is being performed (S22: FALSE), the process proceeds to step S27.

In step S23, the lane keeping control unit 174 determines whether or not the other ending conditions for terminating the lane keeping control are not satisfied. If the other termination conditions are not satisfied (S23: TRUE), the process proceeds to step S24. If other termination conditions are satisfied (S23: FALSE), the process proceeds to step S27.

In step S24, the lane keeping control unit 174 determines whether or not the temporary steering intervention is performed by the temporary intervention control. If no temporary steering intervention has been performed (S24: TRUE), the process proceeds to step S25. If a temporary steering intervention is being performed (S24: FALSE), the process proceeds to step S28.

In step S25, the lane keeping control unit 174 executes the lane keeping basic control for keeping the running lane of the own vehicle 10 running. Specifically, in step S31, the lane keeping control unit 174 acquires information on the traveling lane of the own vehicle 10 (traveling lane information) from the outside world recognition unit 170. In step S32, the lane keeping control unit 174 acquires the vehicle speed V from the vehicle speed sensor 60 and the steering angle θst from the steering angle sensor 74. In step S33, the steering device 34 is controlled so that the vehicle 10 travels in the reference position of the traveling lane (steering control).

In step S26, the lane keeping control unit 174 determines whether or not the normal end condition of the lane keeping control is satisfied. As the normal termination condition, for example, it can be used that the driving assist switch 100 (or the lane keeping control switch thereof) is turned off, the vehicle 10 is turned off, and the like. The steps S22 and S23 are not included in the normal end condition.

If the normal end condition is not satisfied (S26: FALSE), the process returns to step S22. When the normal end condition is satisfied (S26: TRUE), the lane keeping control this time is ended, and the process returns to step S21 after the elapse of a predetermined time.

If the result is "false" (FALSE) in step S22 or S23, the lane keeping control unit 174 ends the lane keeping control in step S27. This makes it possible, for example, to prioritize the temporary deceleration intervention determined in step S22. Alternatively, it is possible to perform control in consideration of other end conditions determined in step S23.

When the lane keeping control is ended in step S27, the lane keeping control unit 174 does not resume the use of the control command only by ending the temporary deceleration intervention. That is, the arbitration unit 196 does not resume the use of the control command until the predetermined restart condition is satisfied. The restart condition here can include that it becomes "true" in step S21, for example, that the driving assist SW100 (or the lane keeping control switch thereof) is turned on again.

If the result is "false" (FALSE) in step S24, the lane keeping control unit 174 temporarily stops the lane keeping basic control (S25) in step S28. This makes it possible, for example, to prioritize the temporary steering intervention determined in step S24. After step S28, the process returns to step S22. Therefore, when the temporary steering intervention is completed and steps S22, S23, and S24 become "True" (TRUE), the lane keeping control unit 174 resumes the lane keeping basic control (without a new switch operation by the occupant). (S25).

<B-3. Effect of the second embodiment>
According to the second embodiment as described above, it is possible to exert the following effects in addition to or in place of the effects of the first embodiment.

According to the second embodiment, the lane keeping control unit 174 executes arbitration between the lane keeping basic control (S25 in FIG. 4) and the temporary intervention control (S22 to S24, S27, S28). Therefore, these controls are completed by the lane keeping control unit 174, and the control can be simplified as a whole.

According to the second embodiment, when the temporary deceleration intervention is performed (S22: FALSE in FIG. 4) or other termination conditions are satisfied (S23: FALSE), the lane keeping control itself is terminated (S27). Therefore, in order to restart the lane keeping control (or the lane keeping basic control), for example, the driving assist switch 100 (or a dedicated switch for turning on / off the lane keeping control) may be turned on again. From this point as well, it is possible to simplify the control as a whole.

C. Modifications The present invention is not limited to the above embodiments, and it goes without saying that various configurations can be adopted based on the contents described in the present specification. For example, the following configuration can be adopted.

In the first embodiment, VSA control, TCS control, ABS control, EBD control, CMBS control, RDM control, SCM control, PCMSS control and MES control are mentioned as temporary intervention control. However, the present invention is not limited to this, for example, in that if a temporary intervention is performed during the execution of the lane keeping control, the control mode of the lane keeping control is changed. For example, one or more of the above controls may be omitted.

In the first embodiment, the arbitration control (FIG. 3) is performed in the driving assist scene when the driver is performing the driving operation. However, the present invention is not limited to this, for example, in that if a temporary intervention is performed during the execution of the lane keeping control, the control mode of the lane keeping control is changed. For example, the arbitration control can be applied to automatic driving that does not require a driving operation by the driver. That is, when the lane keeping control is being executed in the automatic driving and the temporary intervention by the temporary intervention control is performed, the arbitration unit 196 may stop or temporarily stop the steering by the lane keeping control. good. The same applies to the lane keeping control (FIG. 4) of the second embodiment.

In the first embodiment, it is premised that the vehicle control device 38 is provided in the vehicle 10 to execute arbitration control (FIG. 3) and the like (FIGS. 1 and 2). However, the present invention is not limited to this, for example, in that if a temporary intervention is performed during the execution of the lane keeping control, the control mode of the lane keeping control is changed. For example, it is also possible to provide a part of the vehicle control device 38 outside the vehicle and control the operation of the vehicle 10 via the communication device 26. The same applies to the second embodiment.

In the first embodiment, the software used in the arithmetic unit 152 is pre-recorded in the storage device 154, but the software is not limited to this. For example, the software may be downloaded from an external device (for example, an external server capable of communicating via a public network), or may be executed by a so-called ASP (Application Service Provider) type without downloading.

In the arbitration control of the first embodiment (FIG. 3), it was determined whether or not a temporary deceleration intervention was performed (S13). However, the present invention is not limited to this, for example, focusing on the fact that temporary intervention control is prioritized over lane keeping control. For example, in addition to or instead of determining whether a temporary deceleration intervention is being performed, it may be determined whether a temporary acceleration intervention is being performed. The temporary acceleration intervention includes, for example, a temporary acceleration intervention performed in order to avoid the peripheral vehicle when there is a peripheral vehicle approaching to the side of the own vehicle 10. As described above, the acceleration by the ACC is not included in the temporary acceleration intervention referred to here because it is a part of the acceleration / deceleration performed continuously in relation to the preceding vehicle. The same applies to the second embodiment.

In the first embodiment, as a change of the control mode of the lane keeping control, the use of the control command of the lane keeping control is stopped or temporarily stopped (S15, S17 in FIG. 3). However, the present invention is not limited to this, for example, if attention is paid to a change in the mode of the lane keeping control due to a temporary intervention performed during the execution of the lane keeping control. For example, only one of the suspension of use (S15) and the temporary suspension of use (S17) may be performed. Alternatively, instead of completely ignoring the control command by the lane keeping control, for example, it is possible to multiply the value indicated by the control command by a coefficient larger than 0 and smaller than 1 to reduce the influence.

In each of the above embodiments, the flows shown in FIGS. 3 and 4 were used. However, for example, when the effect of the present invention can be obtained, the content of the flow (order of each step) is not limited to this. For example, the order of step S13 and step S14 in FIG. 3 can be exchanged.

10 ... Vehicle 34 ... Steering device 38 ... Vehicle control device 50 ... External camera (imaging unit)
170 ... External world recognition unit (lane recognition unit) 174 ... Lane maintenance control unit 202 ... Steering control unit (steering control device) 210 ... Intervention control unit Fs ... Peripheral image

Claims (5)

A lane recognition unit that recognizes lanes from peripheral images captured by the image pickup unit,
A lane keeping control unit that executes lane keeping control that controls a steering device so that the vehicle maintains the lane recognized by the lane recognition unit.
A vehicle control device including a steering control device that controls the steering of the vehicle.
The vehicle control device performs an intervention that performs temporary intervention control that changes the behavior of the vehicle by temporarily intervening at least one of acceleration, deceleration, and steering of the vehicle while the vehicle is running. Further equipped with a control unit,
During execution of the lane keeping control, when the temporary intervention by the intervention control unit is performed, the vehicle controller changes the control mode of the lane keeping control,
The temporary intervention is, if a temporary deceleration intervention or temporary acceleration intervention in the longitudinal direction of the vehicle, the vehicle control device stops the steering by the lane keeping control,
The temporary intervention is, wherein when the steering control apparatus which is the temporary steering intervention on the vehicle through the lane keeping control unit continues the output of the lane-keeping steering command by the lane keeping control However, the steering control device is a vehicle control device characterized in that a temporary steering command from the intervention control unit is used in preference to the lane keeping steering command. In the vehicle control device according to claim 1,
A vehicle control device characterized in that the lane keeping control can be executed up to an extremely low speed range just before stopping. In the vehicle control device according to claim 1 or 2.
The temporary intervention is, when the a temporary slowdown intervention in longitudinal direction of the vehicle, the vehicle control device, the steering by the lane keeping control is stopped, even after the temporary slowdown intervention , Continue to stop steering by the lane keeping control,
The temporary intervention is, if a temporary steering intervention in the vehicle, the vehicle control device, the temporarily stop steering by the lane keeping control, after completion of the temporary steering interventions , A vehicle control device characterized by restarting steering by the lane keeping control. In the vehicle control device according to any one of claims 1 to 3.
The temporary intervention control includes an obstacle avoidance control for avoiding an obstacle existing in front of the vehicle.
The obstacle avoidance control gives a warning to the driver and automatic braking in stages according to the degree of approach to the obstacle.
At the stage where the alarm is issued, the vehicle control device maintains the use of the control command for the lane keeping control.
At the stage where the automatic braking is performed, the vehicle control device is a vehicle control device, characterized in that the use of a control command for lane keeping control is stopped. A lane recognition step that recognizes a lane from a peripheral image captured by the image pickup unit,
A vehicle control method including a lane keeping step for executing lane keeping control for controlling a steering device so that the vehicle keeps the recognized lane.
The vehicle control method further includes the intervention control step of executing the acceleration of the vehicle during running of the vehicle, deceleration and temporary intervention control for temporary interventions to at least one steering,
During execution of the lane-keeping step, when the temporary intervention by the intervention control step is performed to change the control mode of the lane keeping control,
The temporary intervention is, if a temporary deceleration intervention or temporary acceleration intervention in the longitudinal direction of the vehicle, to stop the steering by the lane keeping control,
The temporary intervention is, if a temporary steering intervention in the vehicle through a steering control device for controlling the steering of the vehicle to continue the output of the lane-keeping steering command by the lane keeping control , A vehicle control method comprising using a temporary steering command in the intervention control step in preference to the lane keeping steering command.

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