JP7104649B2 - Vehicle control systems, vehicle control methods, and programs - Google Patents

Description

The present invention relates to a vehicle control technique.

In vehicle driving support control, it is known to control the speed when entering a curve or when traveling on a curve. For example, Patent Document 1 discloses that when an accelerator operation is performed by a driver while traveling on a curve, the target speed when passing through the curve is modified according to the operation.

Japanese Patent No. 5821532

For example, in the control of Patent Document 1, when the accelerator is operated by the driver, it is possible to pass through a curve without a sense of discomfort in line with the driver's intention. On the other hand, vehicle control according to the driver's intention is further required without additionally accepting the driver's accelerator operation.

Therefore, an object of the present invention is to realize control so that the vehicle travels in a curve according to the intention of the driver without requiring an additional accelerator operation of the driver during traveling on a curve.

In order to solve the above problems, the present invention has the following configuration. That is,
It ’s a vehicle control system.
A setting means for accepting the setting of the traveling speed of the vehicle and
Based on the above setting, the vehicle has a travel control means for controlling acceleration / deceleration during travel of the vehicle.
When the traveling speed of the vehicle exceeds the specified speed specified for the curve when traveling on the curve, the traveling control means travels on the curve as the traveling speed specified in the setting is higher. Control so that the running speed at the time is high.

Further, the present invention has the following configuration as another form. That is,
It ’s a vehicle control system.
A setting means for accepting the setting of the traveling speed of the vehicle and
Based on the above setting, the vehicle has a travel control means for controlling acceleration / deceleration during travel of the vehicle.
When the traveling speed of the vehicle exceeds the prescribed speed specified for the curve when traveling on the curve, the traveling speed specified in the setting is higher and closer to the curve. Control to start the brake at the position.

According to the present invention, it is possible to perform a curve traveling according to the driver's intention without requiring an additional accelerator operation of the driver during the curve traveling.

The block diagram of the vehicle control device which concerns on one Embodiment of this invention. The figure for demonstrating the concept of vehicle speed control which concerns on 1st Embodiment. The figure which shows the example of the relationship between the set vehicle speed and the permissible lateral G in the vehicle speed control which concerns on 1st Embodiment. The flowchart of the vehicle speed control process which concerns on 1st Embodiment. The figure for demonstrating the concept of vehicle speed control which concerns on 2nd Embodiment. The figure which shows the example of the relationship between the set vehicle speed and deceleration start position in the vehicle speed control which concerns on 2nd Embodiment. The flowchart of the vehicle speed control process which concerns on 2nd Embodiment.

Hereinafter, embodiments will be described in detail with reference to the accompanying drawings. The following embodiments do not limit the invention according to the claims, and not all combinations of features described in the embodiments are essential to the invention. Two or more of the plurality of features described in the embodiments may be arbitrarily combined. In addition, the same or similar configuration will be given the same reference number, and duplicated explanations will be omitted.

<First Embodiment>
[Vehicle configuration]
FIG. 1 is a block diagram of a vehicle control device according to an embodiment of the present invention, and controls the vehicle 1. In FIG. 1, the outline of the vehicle 1 is shown in a plan view and a side view. Vehicle 1 is, for example, a sedan-type four-wheeled passenger car.

The control device of FIG. 1 includes a control system 2. The control system 2 includes a plurality of ECUs 20 to 29 that are communicably connected by an in-vehicle network. Each ECU functions as a computer including a processor typified by a CPU, a storage device such as a semiconductor memory, an interface with an external device, and the like. The storage device stores programs executed by the processor, data used by the processor for processing, and the like. Each ECU may include a plurality of processors, storage devices, interfaces, and the like.

Hereinafter, the functions and the like that each ECU 20 to 29 is in charge of will be described. The number of ECUs and the functions in charge can be appropriately designed, and can be subdivided or integrated from the present embodiment.

The ECU 20 executes control related to the automatic driving of the vehicle 1. In automatic driving, at least one of steering of the vehicle 1 and acceleration / deceleration is automatically controlled. In the control example described later, both steering and acceleration / deceleration are automatically controlled.

The ECU 21 controls the electric power steering device 3. The electric power steering device 3 includes a mechanism for steering the front wheels in response to a driver's driving operation (steering operation) with respect to the steering wheel 31. Further, the electric power steering device 3 includes a motor that assists the steering operation or exerts a driving force for automatically steering the front wheels, a sensor that detects the steering angle, and the like. When the driving state of the vehicle 1 is automatic driving, the ECU 21 automatically controls the electric power steering device 3 in response to an instruction from the ECU 20 to control the traveling direction of the vehicle 1.

The ECUs 22 and 23 control the detection units 41 to 43 for detecting the surrounding conditions of the vehicle and process the information processing of the detection results. The detection unit 41 is a camera that photographs the front of the vehicle 1 (hereinafter, may be referred to as a camera 41), and in the case of the present embodiment, it is attached to the vehicle interior side of the front window at the front of the roof of the vehicle 1. Be done. By analyzing the image taken by the camera 41, it is possible to extract the outline of the target and the lane marking line (white line or the like) on the road.

The detection unit 42 is a Light Detection and Ranger (LIDAR: lidar) (hereinafter, may be referred to as a lidar 42), detects a target around the vehicle 1, and measures the distance from the target. Or In the case of the present embodiment, five riders 42 are provided, one at each corner of the front portion of the vehicle 1, one at the center of the rear portion, and one at each side of the rear portion. The detection unit 43 is a millimeter-wave radar (hereinafter, may be referred to as a radar 43), detects a target around the vehicle 1, and measures a distance from the target. In the case of the present embodiment, five radars 43 are provided, one in the center of the front portion of the vehicle 1, one in each corner of the front portion, and one in each corner of the rear portion.

The ECU 22 controls one of the cameras 41 and each rider 42, and processes information processing of the detection result. The ECU 23 controls the other camera 41 and each radar 43, and processes information processing of the detection result. By equipping two sets of devices that detect the surrounding conditions of the vehicle, the reliability of the detection results can be improved, and by equipping different types of detection units such as cameras, riders, and radar, the surrounding environment of the vehicle can be analyzed. Can be done in multiple ways.

The ECU 24 controls the gyro sensor 5, the GPS sensor 24b, and the communication device 24c, and processes the detection result or the communication result. The gyro sensor 5 detects the rotational movement of the vehicle 1. The course of the vehicle 1 can be determined based on the detection result of the gyro sensor 5, the wheel speed, and the like. The GPS sensor 24b detects the current position of the vehicle 1. The communication device 24c wirelessly communicates with a server that provides map information and traffic information, and acquires such information. The ECU 24 can access the map information database 24a built in the storage device, and the ECU 24 searches for a route from the current location to the destination.

The ECU 25 includes a communication device 25a for vehicle-to-vehicle communication. The communication device 25a wirelessly communicates with other vehicles in the vicinity and exchanges information between the vehicles.

The ECU 26 controls the power plant 6. The power plant 6 is a mechanism that outputs a driving force for rotating the driving wheels of the vehicle 1, and includes, for example, an engine and a transmission. The ECU 26 controls the engine output in response to the driver's driving operation (accelerator operation or acceleration operation) detected by the operation detection sensor 7a provided on the accelerator pedal 7A, the vehicle speed detected by the vehicle speed sensor 7c, or the like. The shift stage of the transmission is switched based on the information of. When the operating state of the vehicle 1 is automatic operation, the ECU 26 automatically controls the power plant 6 in response to an instruction from the ECU 20 to control acceleration / deceleration of the vehicle 1.

The ECU 27 controls a lighting device (head light, tail light, etc.) including a direction indicator 8 (winker). In the case of the example of FIG. 1, the direction indicator 8 is provided at the front portion, the door mirror, and the rear portion of the vehicle 1.

The ECU 28 controls the input / output device 9. The input / output device 9 outputs information to the driver and accepts input of information from the driver. The voice output device 91 notifies the driver of information by voice. The display device 92 notifies the driver of information by displaying an image. The display device 92 is arranged in front of the driver's seat, for example, and constitutes an instrument panel or the like. In addition, although voice and display are illustrated here, information may be notified by vibration or light. In addition, information may be transmitted by combining a plurality of voices, displays, vibrations, and lights. Further, the combination may be different or the notification mode may be different depending on the level of information to be notified (for example, the degree of urgency).

The input device 93 is a group of switches that are arranged at a position that can be operated by the driver and give instructions to the vehicle 1, but a voice input device may also be included.

The ECU 29 controls the braking device 10 and the parking brake (not shown). The brake device 10 is, for example, a disc brake device, which is provided on each wheel of the vehicle 1 and decelerates or stops the vehicle 1 by applying resistance to the rotation of the wheels. The ECU 29 controls the operation of the brake device 10 in response to the driver's driving operation (brake operation) detected by the operation detection sensor 7b provided on the brake pedal 7B, for example. When the driving state of the vehicle 1 is automatic driving, the ECU 29 automatically controls the braking device 10 in response to an instruction from the ECU 20 to control deceleration and stopping of the vehicle 1. The braking device 10 and the parking brake can also be operated to maintain the stopped state of the vehicle 1. Further, when the transmission of the power plant 6 is provided with a parking lock mechanism, this can be operated to maintain the stopped state of the vehicle 1.

[Example of control function]
The control function of the vehicle V according to the present embodiment includes a travel-related function related to control of driving, braking, and steering of the vehicle V, and a notification function related to information notification to the driver. Each control function may be provided with a plurality of control levels according to the performance of the vehicle 1.

Driving-related functions include, for example, vehicle speed maintenance control, acceleration / deceleration timing control, lane maintenance control, lane deviation suppression control (outside deviation suppression control), lane change control, preceding vehicle tracking control, collision mitigation brake control, and false start. Suppression control can be mentioned. Examples of the notification function include adjacent vehicle notification control and preceding vehicle start notification control.

The vehicle speed maintenance control is a control for maintaining running at a predetermined vehicle speed. For example, the accelerator and brakes are controlled in order to maintain the vehicle speed according to the shape of the road on which the vehicle is traveling and changes in the external environment. Acceleration / deceleration timing control is control that determines the acceleration / deceleration timing of the vehicle based on the running state of the vehicle and the transition to other operations. For example, depending on the curvature of the curve, the shape of the road, the traveling position, and the like, even if the same operation is performed, the timing of acceleration / deceleration is different, so these timings are controlled.

The lane keeping control is one of the control of the position of the vehicle with respect to the lane, and is the control for automatically driving the vehicle (regardless of the driving operation of the driver) on the traveling track set in the lane. Lane deviation suppression control is one of the control of the position of the vehicle with respect to the lane, and detects the white line or the boundary of the lane (median strip, planting (lawn), curb, etc.) so that the vehicle does not cross the line. It automatically steers. Lane deviation suppression control and lane keeping control have different functions in this way.

Lane change control is a control that automatically moves a vehicle from the lane in which the vehicle is traveling to an adjacent lane. The preceding vehicle tracking control is a control that automatically follows another vehicle traveling in front of the own vehicle. Collision mitigation braking control is a control that automatically brakes to support collision avoidance when the possibility of collision with an obstacle in front of the vehicle increases. The erroneous start suppression control is a control that limits the acceleration of the vehicle when the driver performs an acceleration operation of a predetermined amount or more while the vehicle is stopped, and suppresses a sudden start.

The adjacent vehicle notification control is a control for notifying the driver of the existence of another vehicle traveling in the adjacent lane adjacent to the traveling lane of the own vehicle. For example, the existence of another vehicle traveling on the side or the rear of the own vehicle. Is notified. The preceding vehicle start notification control is a control for notifying that the own vehicle and the other vehicle in front of the own vehicle are in a stopped state and the other vehicle in front of the vehicle has started. These notifications can be performed by an in-vehicle notification device.

[Outline of operation]
An outline of vehicle speed control of the vehicle according to the present embodiment will be described with reference to FIG. In the present embodiment, control during traveling of one curve will be described as an example, but the present invention is not limited to this, and it is assumed that the same can be applied to, for example, a road shape in which curves are continuous. ..

In FIG. 2, the road 201 shows a road configured including a curve. The travel route 202 indicates the travel route of the vehicle 1 on the road 201.

Further, in the present embodiment, the user (driver) can set the vehicle speed when the vehicle 1 travels, and the vehicle 1 travels so as to maintain the set vehicle speed (hereinafter, "set vehicle speed"). Take control. The vehicle speed set here may be a vehicle speed maintained in a predetermined region or a vehicle speed maintained under a predetermined condition.

In the present embodiment, three set vehicle speeds are defined in advance, and the user selects and sets the set vehicle speeds. Here, it is assumed that setting A, setting B, and setting C can be selected as the set vehicle speed. The relationship of the maintained running speed will be described assuming that setting A> setting B> setting C. The number of set vehicle speeds that can be set is not limited to three, and may be increased or decreased depending on the traveling route, passengers, and the like. Each setting may be received, for example, via a touch panel type input device 93 included in the vehicle 1, or may be configured so that it can be selected with a dedicated button or the like.

In the present embodiment, regardless of which of the above settings A to C is selected, the description will be given on the premise that the vehicle travels on the travel route 202. In this case, the speed at which the vehicle travels on the travel route 202 (curve) is changed according to the set vehicle speed. Specifically, when the setting A is selected, the vehicle is controlled to travel on a curve at 90 kph. Similarly, when the setting B is selected, the curve is controlled to run at 85 kph, and when the setting C is selected, the curve is controlled to run at 80 kph.

At this time, while passing through the curve, the inertial force in the lateral (outer) direction (hereinafter, lateral G) with respect to the person boarding the vehicle 1 differs depending on the traveling speed. That is, the higher the traveling speed, the stronger the lateral G when traveling on a curve. That is, in the present invention, the user who sets the set vehicle speed to a high level controls the vehicle so that a higher lateral G force is also allowed.

FIG. 3 is a diagram showing an example of the relationship between the set vehicle speed and the allowable lateral G in the vehicle speed control according to the present embodiment. As described above, in the present embodiment, three settings can be selected as the set vehicle speed. Here, the setting A is a setting for controlling so as to maintain the traveling speed at 135 to 110 kph (kilometer per hour) when traveling on a non-curve. Similarly, in setting B, the running speed is controlled to be maintained at 109 to 100 kph, and in setting C, the running speed is controlled to be maintained at 99 kph or less. In such a setting, the degree of lateral G allowed by the driver is set A> setting B> setting C. Based on such a relationship, the vehicle speed at the time of traveling on a curve as described above is determined. The vehicle speed corresponding to each setting is an example, and other ranges may be set.

By performing the above control, for example, the traveling speed when traveling on a curve having the same curvature will fluctuate. As described above, since it is premised that the traveling path 202 is controlled to be the same regardless of which set vehicle speed is selected, steering control and brake control while passing through a curve are performed accordingly. It shall be said.

[Processing flow]
The processing flow of the control processing according to this embodiment will be described with reference to FIG. Each control of this processing flow is processed in cooperation with various ECUs and the like provided in the vehicle as described above, but here, the processing subject is shown as the control system 2 of the vehicle 1 for the sake of simplicity. This process will be described by taking as an example the driving support control in which the operation of the driver intervenes, but the present processing is not limited to this.

In S401, the control system 2 acquires the set vehicle speed selected by the user. In the case of the above example, it is assumed that one of settings A to C is selected.

In S402, the control system 2 performs maintenance support control of the vehicle speed of the running vehicle 1 based on the acquired set vehicle speed.

At S403, the control system 2 determines whether or not the curves are close. The determination here may be made based on, for example, the relationship between the route to the destination (map information) and its own traveling position (position information). Further, whether or not it is close may be determined by using a certain threshold value when the distance to the curve becomes equal to or less than the threshold value. In this case, the threshold value may differ depending on the road shape and the like. When it is determined that the curves are close (YES in S403), the process proceeds to S404, and when it is determined that the curves are not close (NO in S403), the process returns to S402.

In S404, the control system 2 acquires and calculates the legal speed (speed in a straight line) and the speed in curve traveling determined based on the curve curvature (for example, the map or camera white line recognition result). As the legal speed used here, for example, when a sign is installed around the vehicle 1, the speed indicated by the sign may be used. On the other hand, when there is no sign around the vehicle 1, a speed based on the maximum speed set for each road (general road or expressway) in the traveling route may be used. For example, in the case of a general road, the legal speed may be set to 60 kph, and in the case of an expressway, the legal speed may be set to 100 kph.

In S405, the control system 2 acquires the current traveling speed of the own vehicle.

In S406, the control system 2 compares the traveling speed of the curve acquired in S404 with the current traveling speed acquired in S405. As a result of comparison, if the current traveling speed is higher, the process proceeds to S407 (YES at S406), and if not, the process proceeds to S412 (NO at S406).

In S407, the control system 2 compares the traveling speed indicated by the set vehicle speed acquired in S401 with the linear speed (legal speed) acquired in S404. As a result of comparison, if the traveling speed indicated by the set vehicle speed is larger (YES in S407), the process proceeds to S408, and if not, the process proceeds to S409 (NO in S407).

In S408, the control system 2 corrects the traveling speed on the curve to the increasing side. That is, control is performed so that the deceleration amount (brake strength) at this time is reduced. Then, the process proceeds to S410.

In S409, the control system 2 corrects the traveling speed on the curve to the decreasing side. Alternatively, it may be controlled so as not to perform the correction. That is, control is performed so that the deceleration amount (brake strength) at this time increases. Then, the process proceeds to S410.

In S408 and S409, in the case of the example of FIG. 2, when the setting A is specified and the legal speed of the road is 100 kph, the deceleration is performed so that the traveling speed of the curve becomes 90 kph. On the other hand, when the setting B is specified and the legal speed of the road is 100 kph, the deceleration is performed so that the traveling speed of the curve becomes 85 kph. That is, since the traveling speed on the curve is higher in the setting A, as shown in FIG. 3, the setting A is controlled so that the lateral G is higher.

In S410, the control system 2 performs traveling support control in the curve based on the determined vehicle speed (deceleration amount). At this time, support control related to steering and the like may also be performed.

At S411, the control system 2 determines whether or not the curve has been exited. The determination here may be made based on, for example, the relationship between the route (map information) and its own traveling position (position information). If it is determined that the curve has been exited (YES in S411), the process proceeds to S414, and if it is determined that the curve has not been exited (NO in S411), the process returns to S410.

In S412, the control system 2 performs running support control in the curve based on the current running speed. At this time, if necessary, support control related to deceleration of the traveling speed, steering, and the like may also be performed.

At S413, the control system 2 determines whether or not the curve has been exited. The determination here may be made based on, for example, the relationship between the route (map information) and its own traveling position (position information). If it is determined that the curve has been exited (YES in S413), the process proceeds to S414, and if it is determined that the curve has not been exited (NO in S413), the process returns to S413.

In S414, the control system 2 determines whether or not to end the vehicle speed maintenance control. The determination here includes, for example, a case where an instruction for switching from automatic operation to manual operation is received, a case where a predetermined position is reached, and the like, but the determination is not particularly limited. If it is determined that the vehicle speed maintenance control is terminated (YES in S414), the present processing flow is terminated, and if it is determined that the vehicle speed maintenance control is not terminated, the process returns to S402 (NO in S414) and the vehicle speed maintenance control is continued.

In FIG. 2 above, one traveling speed during curve traveling is shown corresponding to the set vehicle speed, but the present invention is not limited to this. For example, the traveling speed of a plurality of curves may be defined with respect to the set vehicle speed of 1 according to the curvature of the curve.

Further, in the above example, the set vehicle speed has been described as being selected by the user, but for example, the set vehicle speed may be set or changed in a timely manner by the user, or the vehicle may be switched to a predetermined operation mode. It may be configured to accept selection from the user at the time. Alternatively, the configuration may be such that no operation by the user is required. For example, after recognizing the driver, the set vehicle speed held in association with the driver may be used as a specified value. In this case, for example, the driver's past driving characteristics may be retained as history information, and a specified value of the set vehicle speed may be defined based on this history information. Specifically, the specified value may be set A for the driver whose traveling speed is high on average.

As described above, according to the present embodiment, it is possible to perform curve driving in line with the driver's intention without requiring additional accelerator operation by the driver during curve driving.

<Second embodiment>
As a second embodiment of the present invention, another embodiment in which the driver makes a curve running according to the driver's intention without requiring an additional accelerator operation of the driver during the curve running will be described. The configuration of the vehicle 1 is the same as that of the first embodiment, and detailed description thereof will be omitted.

[Outline of operation]
The outline of the vehicle speed control of the vehicle according to the present embodiment will be described with reference to FIG. In the present embodiment, control during traveling of one curve will be described as an example, but the present invention is not limited to this, and it is assumed that the same can be applied to, for example, a road shape in which curves are continuous. ..

In FIG. 5, road 501 shows a road configured including a curve. The travel route 502 indicates the travel route of the vehicle 1 on the road 501. Further, in the present embodiment, as in the first embodiment, the user (driver) can set the vehicle speed when the vehicle 1 travels. Also in this embodiment, three set vehicle speeds will be used for description.

In the present embodiment, regardless of which of the above settings A to C is selected, the vehicle travels on the travel path 502 at 80 kph. On the other hand, the position where deceleration starts is changed according to the setting. Specifically, when setting A is selected, control is performed so that deceleration is started at position 503. Similarly, when the setting B is selected, the deceleration is controlled to start at the position 504, and when the setting C is selected, the deceleration is controlled to start at the position 505.

At this time, the degree (strength) of braking differs depending on the traveling speed and the start position of deceleration. That is, the closer the position at which deceleration starts to the curve, the higher the degree of braking. Therefore, the setting A is controlled to be the suddenest braking, and then the setting B and the setting C.

FIG. 6 is a diagram showing an example of the relationship between the set vehicle speed and the deceleration start position used in the vehicle speed control according to the present embodiment. As for the set vehicle speed, three settings can be selected as in the first embodiment. Then, the deceleration start position is defined for each set vehicle speed. Here, the deceleration start position is defined as a position relative to the distance to the curve. The distance to a specific curve is not particularly limited, but may be specified based on the relationship with the performance of brake control and the like.

By performing the above control, for example, the strength of the brake required for decelerating to the target speed (80 kph in the above example) fluctuates. As described above, since the travel path 502 is controlled to be the same regardless of which vehicle speed is set, steering control and brake control while passing through a curve are performed accordingly. do.

[Processing flow]
The processing flow of the control processing according to this embodiment will be described with reference to FIG. 7. Each control of this processing flow is processed in cooperation with various EUCs and the like provided in the vehicle as described above, but here, the processing subject is shown as the control system 2 of the vehicle 1 for the sake of simplicity. This process will be described by taking as an example the driving support control in which the operation of the driver intervenes, but the present processing is not limited to this. Since S701 to S707 and S710 to S714 in FIG. 7 are the same processes as S401 to S407 and S410 to S414 in FIG. 4 described in the first embodiment, only the difference will be described here. S708 and S709 are the differences.

As a result of comparison in S707, if the traveling speed indicated by the set vehicle speed is higher than the legal speed (YES in S707), the process proceeds to S708, and if not, the process proceeds to S709 (NO in S707).

In S708, the control system 2 determines the start position based on the set vehicle speed so that the start position of the brake when entering the curve is close. That is, control is performed so that the start position of the brake at this time is close to the curve. As a result, the degree of braking applied before entering the curve is reduced. Then, the process proceeds to S710.

In S709, the control system 2 determines the start position based on the set vehicle speed so that the start position of the brake when entering the curve is far away. That is, control is performed so that the start position of the brake at this time is far away. As a result, the degree of braking applied before entering the curve increases. Then, the process proceeds to S710.

In S708 and S709, in the case of the example of FIG. 5, when the setting A is specified, the brake start position is set to the position 503. On the other hand, when setting B is specified, the brake start position is set to position 504. Further, the traveling speed on the curve is decelerated so as to be 80 kph in any case. As a result, the setting A is controlled so that the degree of braking (deceleration amount) is higher.

In FIG. 5 above, one traveling speed during curve traveling is shown corresponding to the set vehicle speed, but the present invention is not limited to this. For example, the traveling speed of a plurality of curves may be defined with respect to the set vehicle speed of 1 according to the curvature of the curve.

Further, in the above example, the set vehicle speed has been described as being selected by the user, but for example, the set vehicle speed may be set or changed in a timely manner by the user, or the vehicle may be switched to a predetermined operation mode. It may be configured to accept selection from the user at the time. Alternatively, the configuration may be such that no operation by the user is required. For example, after recognizing the driver, the set vehicle speed held in association with the driver may be used as a specified value. In this case, for example, the driver's past driving characteristics may be retained as history information, and a specified value of the set vehicle speed may be defined based on this history information. Specifically, the specified value may be set A for the driver whose traveling speed is high on average.

As described above, according to the present embodiment, it is possible to perform curve driving in line with the driver's intention without requiring additional accelerator operation by the driver during curve driving.

<Other Embodiments>
In the above embodiment, the vehicle speed is compared with the vehicle speed using the information of the speed (for example, the legal speed) predetermined for the road, and the traveling speed and the deceleration amount are determined according to the result. However, the present invention is not limited to this, and the traveling speed and the amount of deceleration while passing through the curve may be controlled according to the surrounding information (presence or absence of vehicles in the vicinity, road surface condition, traveling time zone) and the like. Further, the traveling speed and the deceleration amount while passing through the curve may be controlled according to the attributes of the vehicle (vehicle height and width), the attributes of the passengers (age, number of people), and the like. For example, the deceleration amount may be increased or decreased and the vehicle speed may be controlled according to the distance between the vehicle and the following vehicle, the presence or absence of a vehicle in the adjacent lane, and the like.

Further, the driving result related to the driving support control of the curve may be retained as a history, and the result may be notified to the driver. Further, the configuration may be such that the next set vehicle speed can be selected together with the notification.

Further, the user's designation of the set vehicle speed is not limited to the setting method such as the setting A as shown in FIG. 2, and the set vehicle speed may be specified numerically, for example. Alternatively, the configuration may be such that an arbitrary speed range can be specified.

<Summary of Embodiment>
1. 1. The vehicle control system of the above embodiment is a vehicle (for example, 1) control system (for example, 2).
A setting means (for example, 93) that accepts the setting of the traveling speed of the vehicle, and
Based on the above setting, it has a traveling control means (for example, 20 to 29) that controls acceleration / deceleration during traveling of the vehicle.
When the traveling speed of the vehicle exceeds the specified speed specified for the curve when traveling on the curve, the traveling control means travels on the curve as the traveling speed specified in the setting is higher. Control so that the running speed at the time is high.

According to this embodiment, it is possible to perform curve driving according to the driver's intention (preference) without requiring additional accelerator operation of the driver during curve driving.

2. In the above embodiment, the traveling control means controls so that the higher the traveling speed specified in the setting, the higher the inertial force in the lateral direction when traveling on the curve.

According to this embodiment, it is possible to drive a curve according to the driver's taste.

3. 3. The vehicle control system of the above embodiment is a vehicle (for example, 1) control system (for example, 2).
A setting means for accepting the setting of the traveling speed of the vehicle (for example, 93),
Based on the above settings, a travel control means for controlling acceleration / deceleration during travel of the vehicle (for example, 20 to 29).
Have,
When the traveling speed of the vehicle exceeds the prescribed speed specified for the curve when traveling on the curve, the traveling speed specified in the setting is higher and closer to the curve. Control to start the brake at the position.

According to this embodiment, it is possible to perform curve driving according to the driver's intention (preference) without requiring additional accelerator operation of the driver during curve driving.

4. In the above embodiment, the traveling control means controls so that the higher the traveling speed specified in the setting, the larger the deceleration amount at the time of entering the curve.

According to this embodiment, it is possible to drive on a curve according to the driver's preference for high-speed driving (want to drive sharply).

5. In the above embodiment, the traveling speed in the curve is constant regardless of the setting.

According to this embodiment, the driver can drive on a curve of his choice while keeping the speed constant.

6. In the above embodiment, the specified speed is a legal speed.

According to this embodiment, it is possible to control the deceleration amount based on the legal speed.

7. In the above embodiment, the acquisition means (for example, 2) for acquiring the peripheral information of the vehicle is further provided.
The traveling control means controls the traveling speed based on a comparison result between the traveling speed specified in the setting and the legal speed acquired by the acquisition means.

According to this embodiment, deceleration control at the time of appropriate curve traveling according to the road environment becomes possible.

8. In the above embodiment, the means (for example, 41 to 42) for acquiring the running state of another vehicle located in the vicinity of the vehicle is further provided.
The traveling control means determines the amount of deceleration of the traveling speed when entering the curve according to the traveling state of the other vehicle.

According to this embodiment, deceleration control at the time of traveling on a curve according to a surrounding vehicle becomes possible.

9. The vehicle control method of the above embodiment is a vehicle (for example, 1) control method.
A setting process that accepts the setting of the traveling speed of the vehicle, and
Based on the above settings, it has a travel control process that controls acceleration / deceleration during travel of the vehicle.
In the traveling control process, when the traveling speed of the vehicle exceeds the specified speed specified for the curve when traveling on the curve, the higher the traveling speed specified in the setting, the more the traveling on the curve. Control so that the running speed at the time is high.

According to this embodiment, it is possible to perform curve driving according to the driver's intention (preference) without requiring additional accelerator operation of the driver during curve driving.

10. The vehicle control method of the above embodiment is a vehicle (for example, 1) control method.
A setting process that accepts the setting of the traveling speed of the vehicle, and
Based on the above settings, it has a travel control process that controls acceleration / deceleration during travel of the vehicle.
In the traveling control process, when the traveling speed of the vehicle exceeds the specified speed specified for the curve when traveling on the curve, the higher the traveling speed specified in the setting, the closer to the curve. Control to start the brake at the position.

According to this embodiment, it is possible to perform curve driving according to the driver's intention (preference) without requiring additional accelerator operation of the driver during curve driving.

11. The computer for controlling the vehicle of the above embodiment includes a computer (for example, 20 to 29) for controlling the vehicle (for example, 1).
Setting means (for example, 20 to 29) that accepts the setting of the traveling speed of the vehicle,
Travel control means (for example, 20 to 29) that controls acceleration / deceleration during travel of the vehicle based on the settings.
To function as
When the traveling speed of the vehicle exceeds the specified speed specified for the curve when traveling on the curve, the traveling control means travels on the curve as the traveling speed specified in the setting is higher. Control so that the running speed at the time is high.

According to this embodiment, it is possible to perform curve driving according to the driver's intention (preference) without requiring additional accelerator operation of the driver during curve driving.

12. The computer for controlling the vehicle of the above embodiment includes a computer (for example, 20 to 29) for controlling the vehicle (for example, 1).
Setting means (for example, 20 to 29) that accepts the setting of the traveling speed of the vehicle,
Travel control means (for example, 20 to 29) that controls acceleration / deceleration during travel of the vehicle based on the settings.
To function as
When the traveling speed of the vehicle exceeds the prescribed speed specified for the curve when traveling on the curve, the traveling speed specified in the setting is higher and closer to the curve. Control to start the brake at the position.

According to this embodiment, it is possible to perform curve driving according to the driver's intention (preference) without requiring additional accelerator operation of the driver during curve driving.

The invention is not limited to the above-described embodiment, and various modifications and changes can be made within the scope of the gist of the invention.

1 ... Vehicle, 2 ... Control system, 20-29 ... ECU, 41-43 ... Detection unit

Claims (12)

It ’s a vehicle control system.
A setting means for accepting the setting of the traveling speed of the vehicle and
Based on the above setting, the vehicle has a travel control means for controlling acceleration / deceleration during travel of the vehicle.
When the traveling speed of the vehicle exceeds the specified speed specified for the curve when traveling on the curve, the traveling control means travels on the curve as the traveling speed specified in the setting is higher. A control system characterized by controlling so that the running speed of time becomes high. The first aspect of claim 1, wherein the traveling control means controls the curve so that the higher the traveling speed specified in the setting, the higher the inertial force in the lateral direction during traveling. Control system. It ’s a vehicle control system.
A setting means for accepting the setting of the traveling speed of the vehicle and
Based on the above setting, the vehicle has a travel control means for controlling acceleration / deceleration during travel of the vehicle.
When the traveling speed of the vehicle exceeds the specified speed specified for the curve when traveling on the curve, the traveling control means is closer to the curve as the traveling speed specified in the setting is higher. A control system characterized by controlling to start braking at a position. The control system according to claim 3, wherein the traveling control means controls so that the higher the traveling speed specified in the setting, the larger the deceleration amount at the time of entering the curve. The control system according to claim 3 or 4, wherein the traveling speed on the curve is constant regardless of the setting. The control system according to any one of claims 1 to 5, wherein the specified speed is a legal speed. Further having an acquisition means for acquiring peripheral information of the vehicle,
The sixth aspect of claim 6, wherein the traveling control means controls the traveling speed based on a comparison result between the traveling speed specified in the setting and the legal speed acquired by the acquisition means. Control system. Further having a means for acquiring the running state of another vehicle located in the vicinity of the vehicle,
The traveling control means according to any one of claims 1 to 7, wherein the traveling control means determines a deceleration amount of a traveling speed when entering the curve according to a traveling state of the other vehicle. Control system. A control method for controlling the vehicle by a vehicle control system .
A setting process that accepts the setting of the traveling speed of the vehicle, and
Based on the above settings, it has a travel control process that controls acceleration / deceleration during travel of the vehicle.
In the traveling control process, when the traveling speed of the vehicle exceeds the specified speed specified for the curve when traveling on the curve, the higher the traveling speed specified in the setting, the more the traveling on the curve. A control method characterized in that the running speed at the time is controlled to be high. A control method for controlling the vehicle by a vehicle control system .
A setting process that accepts the setting of the traveling speed of the vehicle, and
Based on the above settings, it has a travel control process that controls acceleration / deceleration during travel of the vehicle.
In the traveling control process, when the traveling speed of the vehicle exceeds the specified speed specified for the curve when traveling on the curve, the higher the traveling speed specified in the setting, the closer to the curve. A control method characterized in that the brake is controlled to start at a position. A computer to control the vehicle,
Setting means for accepting the setting of the traveling speed of the vehicle,
Based on the above settings, it functions as a travel control means for controlling acceleration / deceleration during travel of the vehicle.
When the traveling speed of the vehicle exceeds the specified speed specified for the curve when traveling on the curve, the traveling control means travels on the curve as the traveling speed specified in the setting is higher. A program characterized by controlling the running speed of time to be high. A computer to control the vehicle,
Setting means for accepting the setting of the traveling speed of the vehicle,
Based on the above settings, it functions as a travel control means for controlling acceleration / deceleration during travel of the vehicle.
When the traveling speed of the vehicle exceeds the prescribed speed specified for the curve when traveling on the curve, the traveling speed specified in the setting is higher and closer to the curve. A program characterized by controlling to start braking at a position.

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